Aircraft fuselage configurations for upward deflection of AFT fuselage

ABSTRACT

A fixed-wing cargo aircraft having a kinked fuselage is disclosed. The fuselage contains a continuous interior cargo bay, and includes a forward portion, an aft portion, and a kinked portion forming a junction in the fuselage between the forward and aft portions. The kinked portion contains a transition region of the cargo bay and defines a bend between a forward centerline and an aft centerline. The kinked portion is formed with a forward transverse frame section, a separate aft transverse frame section, and a plurality of longitudinal frame elements extending between the forward and aft frame sections, the forward frame being coupled to an aft end of the forward portion and the aft frame section being coupled to a forward end of the aft portion such that the aft frame section is angled with respect to the forward frame section about a lateral axis of the cargo aircraft.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a U.S. national stage filing from InternationalApplication Number PCT/US2021/021792, filed Mar. 10, 2021, the contentsof which is incorporated by reference herein in its entirety.

FIELD

The present disclosure relates to fuselage designs for cargo aircraft,and more particularly to structural airframe designs that allow forcontinuous interior cargo bays of such fuselages to transport large,long cargo items while being able to have a steep pitch-up angle thatallows for short takeoff and landing operations, while also avoidingtailstrike.

BACKGROUND

Renewable energy remains an increasingly important resourceyear-over-year. While there are many forms of renewable energy, windenergy has increased an average of about 19 percent annually since 2007.The increase in global demand in recent years for more wind energy hascatalyzed drastic advances in wind turbine technology, including thedevelopment of larger, better-performing wind turbines.Better-performing wind turbines can at least sometimes mean largerturbines, as generally turbines with larger rotor diameters can capturemore wind energy. As turbines continue to improve in performance andefficiency, more and more wind farm sites in previously undevelopedlocations become viable both onshore and offshore. These sites may alsobe existing sites, where older turbines need replacement bybetter-performing, more efficient turbines, and new sites.

A limiting factor to allow for the revitalization of old sites anddevelopment of new sites is transporting the wind turbines, and relatedequipment, to the sites. Wind turbine blades are difficult to transportlong distances due to the terrestrial limitations of existing airvehicles and roadway infrastructures. Onshore transportation hastraditionally required truck or rail transportation on existinginfrastructure. Both roads and railways are limited by height and widthof tunnels and bridges. Road transport has additional complications oflane width, road curvature, and the need to pass through urban areasthat may require additional permitting and logistics, among othercomplications. Offshore transportation by ship is equally, if not moreso, limiting. For example, delivery of parts can be limited to howaccessible the offshore location is by ship due to various barriers(e.g., sand bars, coral reefs) and the like in the water and surroundingareas, as well as the availability of ships capable of handling suchlarge structures.

Whether onshore or offshore, the road vehicle or ship options fortransporting such equipment has become more limited, particularly as thesize of wind turbines increase. Delivery is thus limited by theavailability of vehicles and ships capable of handling such largestructures. The very long lengths of wind turbine blades (some arepresently 90 meters long, 100 meters long, or even longer) makeconventional transportation by train, truck, or ship very difficult andcomplicated. Unfortunately, the solution is not as simple as makingtransportation vehicles longer and/or larger. There are a variety ofcomplications that present themselves as vehicles are made longer and/orlarger, including but not limited to complications of: load balancing ofthe vehicle; load balancing the equipment being transported; loadbalancing the two with respect to each other; handling, maneuverability,and control of the vehicle; and other complications that would beapparent to those skilled in the art.

Further, whether onshore or offshore, delivery of parts can be slow andseverely limited by the accessibility of the site. Whether the sitebeing developed is old or new, the sites can often be remote, and thusnot near suitable transportation infrastructure. The sites may be faraway from suitable roads and rails (or other means by which cargo may betransported) to allow for easy delivery of cargo for use in building theturbines at the site and/or other equipment used in developing the site.New sites are often in areas without any existing transportationinfrastructure at all, thus requiring new construction and specialequipment. Ultimately, transportation logistics become cost prohibitive,resulting in a literal and figurative roadblock to further advancing theuse of wind energy on a global scale.

Existing cargo aircraft, including the largest aircraft ever to fly, arenot able to transport extremely largo cargo, even if that cargo is, inall dimensions, smaller than the aircraft itself. This limitation isoften the result of cargo aircraft, even those purpose built to be cargoaircraft, not fully utilizing their overall size as cargo bay volume.This constraint has many causes, one of which is related to the abilityof the aircraft to takeoff and land without excessive runway length.Larger and heavier aircraft take more energy to accelerate duringtakeoff, as well are more energy to decelerate upon landing.Accordingly, traditional solutions involve increasing the lift providedby the aircraft's lifting surfaces to allow the aircraft to get off theground at a slower speed and, conversely, to allow the aircraft toapproach the runway at a slower speed (while still being able to abortand climb, if necessary).

One way that large cargo aircraft reduce their takeoff and landingspeeds is by achieving a relatively large angle of attack during takeoffand landing, which is usually accomplished by allowing the aircraft topitch-up while on or near the ground. Because this solution risks theaft fuselage or tail striking the ground if the plane over-rotates,fixed-wing aircraft have a unique requirement called a tail strikerequirement. To takeoff, a fixed-wing aircraft generally acceleratesfrom rest to a specific speed (called a rotation speed), then pitches(i.e., rotates about a lateral axis of the plane which passes through alanding gear rotation axis) in a nose-upwards/tail downwards directionto lift-off the runway. To land, fixed-wing aircraft generallydecelerate to a much lower flight speed (to decrease the amount oflanding runway distance necessary). During this deceleration, theaircraft must perform a pitch-up flare maneuver (which rotates the noseupwards and tail downwards) just above the ground to achieve minimumspeed for landing. In both the takeoff rotation and landing flare cases,fixed-wing aircraft are at extreme orientations relative to the nearbyground, with the aircraft fuselage being oriented nose-upwards andtail-downwards. At these extreme orientations, the aircraft tail mustnot strike the ground below it. This is termed the tailstrikerequirement and is illustrated in FIG. 3 for a traditional fixed-wingaircraft, which is described in greater detail below.

Large cargo payloads that are significantly oversized in a singledimension (e.g., highly elongated payloads) generally result in thosepayloads, when transported by aircraft, being arranged in the aircraftclose to parallel to the direction of travel, and substantiallyorthogonal to the wing span direction or the height direction of astatic aircraft on the ground. In other words, they are carried with thelongest dimension being aligned with the longitudinal axis of theaircraft. However, even the longest existing operational aircraft in theworld, the Antonov AN-225, which is 84 meters long (about 275 feet) intotal length from fuselage nose tip to fuselage tail tip, cannot stowcargo over about 43.6 meters long (about 143 feet), which is just overhalf of the total length of the AN-225 aircraft. While some smallercargo aircraft have a larger maximum cargo length ratio, such as about70% for the Boeing 747-400 (resulting in about 185 feet maximum cargolength), a common feature among these large cargo aircraft is a limitedextension of the cargo bay into the aft section of the fuselage. Whilethere may be many reasons for this limited extension and the maximumcargo length, the tailstrike requirement and a resulting reduction inthe available volume in the aft fuselage reducing the usefulness of anyportion of any extra aft cargo bay volume is likely a significantfactor.

Some previous attempts at increasing the tailstrike angle oflong-fuselage aircraft have included splicing the fuselage to insert awedge-shaped transverse frame element that upwardly deflects thefuselage aft of the wedge or increasing the taper on the underside ofthe aft fuselage, such as described with respect to U.S. Pat. No.10,093,406, entitled “Aircraft Frame for Tailstrike Angle Enhancement.”However, such solutions become problematic as fuselage length and cargobay diameter increases, among other reasons. For example, a wedge-shapedtransverse frame becomes prohibitively large and heavy as the distancebetween the lower ends of the fuselage connected by the wedge increases,and increasing the taper on the underside of the aft fuselagesignificantly reduces the useable cargo bay cross-sectional area as thecargo bay is elongated aftwards

Accordingly, there is a need for large, transport-category aircraft,capable of moving oversized cargo not traditionally shippable by air.

SUMMARY

Certain examples of the present disclosure include a cargo aircraftfuselage design for extending the useable interior cargo bay length to asignificant majority of the length of the fuselage, while still enablingthe cargo aircraft to have a tailstrike criteria that allows for typical(or better) takeoff and landing pitch maneuvers. Examples of the presentdisclosure include extremely large cargo aircraft capable of bothcarrying extremely long payloads and being able to take off and land atrunways that are significantly shorter than those required by most, ifnot all, existing large aircraft. For purposes of the presentdisclosure, a large or long aircraft is considered an aircraft having afuselage length from fuselage nose tip to fuselage tail tip that is atleast approximately 60 meters long. The American Federal AviationAdministration (FAA) defines a large aircraft as any aircraft of morethan 12,500 pounds maximum certificated takeoff weight, which can alsobe considered a large aircraft in the present context, but the focus ofsize is generally related to a length of the aircraft herein. Oneexample of such an oversized payload capable of being transported usingexamples of this present disclosure are wind turbine blades, the largestof which can be over 100 meters in length. Examples of the presentdisclosure enable a payload of such an extreme length to be transportedwithin the cargo bay of an aircraft having a fuselage length onlyslighter longer than the payload, while that aircraft can also take offand land at most existing commercial airports, as well as runways thatare even smaller, for instance because they are built at a desiredlocation for landing such cargo aircraft near a site where the cargo isto be used, such as a landing strip built near or as part of a windfarm.

In one exemplary embodiment a cargo aircraft includes a fuselagedefining a forward end, an aft end, and a continuous interior cargo baythat spans a majority of the length of the fuselage from the forward endto the aft end. The fuselage includes a forward portion containing aforward region of the continuous interior cargo bay, the forward portiondefining a forward centerline along a longitudinal-lateral plane of thecargo aircraft, an aft portion containing an aft region of thecontinuous interior cargo bay, the aft portion defining an aftcenterline extending above the longitudinal-lateral plane of the cargoaircraft, and a kinked portion forming a junction in the fuselagebetween the forward portion and the aft portion of the fuselage andbetween the forward and aft regions of the continuous interior cargobay. The kinked portion contains a transition region of the continuousinterior cargo bay and defines a bend angle between the forwardcenterline and the aft centerline. The kinked portion also includes aforward transverse frame section, an aft transverse frame section, and aplurality of longitudinal structural elements (e.g., stringers)extending between the forward transverse frame section and the afttransverse frame section, with the forward transverse frame sectionbeing coupled to an aft end of the forward portion and the afttransverse frame section being coupled to a forward end of the aftportion such that the forward transverse frame section is angled withrespect to the aft transverse frame section about a lateral axis of thecargo aircraft. The fuselage also includes a first fixed wing extendingfrom the fuselage in a first direction away from the fuselage and asecond fixed wing extending from the fuselage in a second direction awayfrom the fuselage, the second direction being approximately symmetricabout a longitudinal-vertical center plane of the cargo aircraft.

In some embodiments, the forward and aft transverse frame sections arering sections and can, for example, extend completely around thecircumference of the fuselage. A major plane of the forward transverseframe section can be approximately perpendicular to the forwardcenterline. This can include the major plane of the forward transverseframe section being approximately perpendicular to an aft end of theforward centerline and/or a major plane of the aft transverse framesection being approximately perpendicular to a forward end of the aftcenterline.

The kinked portion can include one or more additional transverse framesections between the aft transverse frame section and the forwardtransverse frame section. At least one of the one or more additionaltransverse frame sections can intersect one of the aft transverse framesection, the forward transverse frame section, or a different one of theone or more additional transverse frame sections. In some examples, theintersecting at least one of the one or more additional transverse framesections terminates at the intersection. In some examples, a peripheryof the forward transverse frame section can be sized and shapeddifferently than a periphery of the aft transverse frame section, whichcan accommodate, for example, a taper of the fuselage that extends alongsome or all of the kinked portion. In some examples, a cross-sectionalarea of the periphery of the aft transverse frame section is less than across-sectional area of the periphery of the forward transverse framesection.

The cargo aircraft can include an upper wing box that passes through theforward portion of the fuselage and connects the first fixed wing to thesecond fixed wing. The upper wing box can be located forward of theforward transverse frame section. In at least some such embodiments, anupper wing surface spans across the first fixed wing, the upper wingbox, and the second fixed wing. The upper wing surface can include acentral portion that spans the upper wing box and defines an airfoilshape that extends vertically above the forward transverse framesection. Additionally, the upper wing surface can include first andsecond wing portions that span the first and second fixed wings,respectively, and can extend vertically above and below the top of theforward transverse frame section. Further, the kinked portion of thefuselage can define an upper transition surface and the aft portion ofthe fuselage can define an aft upper surface, and the upper transitionsurface of the kinked portion can smoothly blend (e.g., with matchingcurvatures at the intersections or tangency-continuous and havingsurface curvature whose maximum curvature magnitude is relatively low orcomparable to surrounding surfaces such that, at the boundary betweentwo unique surfaces, their normal vectors point in the same direction)the central portion of the upper wing surface with the aft uppersurface.

The exterior surface of the kinked portion can define a geometricallysmooth transition (e.g., without discontinuities or sharp curvatures, orhaving tangency continuity) between an exterior surface of the forwardportion and an exterior surface of the aft portion. In some embodiments,the exterior surface of the kinked portion includes a plurality oflongitudinal panels that extend from the forward portion to the aftportion. Each of the plurality of longitudinal panels can have complexcurvature between an exterior of the forward end and an exterior of theaft portion.

In some embodiments, the cargo aircraft has an high-wing configuration(e.g., where the aircraft wing passes substantially through a region ofthe fuselage which is above the midway location) with an upper wingsurface that extends across the top of the aircraft from the first fixedwing to the second fixed wing, and a central portion of the upper wingsurface that can include at least a portion of an exterior surface ofthe kinked portion. A forward end of the upper transition surface of thekinked portion can tangentially intersect the central portion of theupper wing surface and an aft end of the upper transition surface of thekinked portion can tangentially intersect the aft upper surface. In someembodiments, the forward portion defines a forward lower exteriorsurface, the kinked portion defines a lower transition surface, and theaft portion defines an aft lower exterior surface. In some suchembodiments, the lower transition surface can be geometrically smoothsuch that the lower transition surface smoothly blends the forward lowerexterior surface with the aft lower exterior surface. Additionally, insome such embodiments, a forward end of the lower transition surface ofthe kinked portion tangentially intersects the forward lower exteriorsurface and an aft end of the lower transition surface of the kinkedportion tangentially intersects the aft lower exterior surface. Thelower transition surface can define a curvature that decreases from theforward end to the aft end. In some embodiments, a majority of the lowertransition surface is substantially flat with respect to a lateral axisof the cargo aircraft.

An aft end of the aft region of the continuous interior cargo bay can beconfigured to receive an aft end of an elongated contiguous payload fromthe forward end of the fuselage to dispose the elongated contiguouspayload throughout substantially all of the length of the continuousinterior cargo bay (e.g., from a forward end of the cargo bay to an aftend, as defined by either the volume of the cargo bay or the cargosupport structure extending therein, such as a rail or support floor).In some embodiments, the continuous interior cargo bay includes a lowersupport system that extends from the forward end to the aft end of theaft region of the continuous interior cargo bay. The lower supportsystem can be configured to allow translation of the elongatedcontiguous payload from the forward end to the aft end of the aft regionalong the lower support system. In some embodiments, the aft end of theaft region of the continuous interior bay extends above an upper outersurface of the forward portion of the fuselage.

The forward end of the fuselage can include a cargo nose door. The cargonose door can be configured to move to expose an opening into thecontinuous interior cargo bay through which an aft end of an elongatecontiguous payload can be passed throughout substantially all of thelength of the continuous interior cargo and to the aft end of the aftregion of the continuous interior cargo bay. In some embodiments, thecargo aircraft defines a lateral pitch axis about which the cargoaircraft is configured to rotate a maximal degree during a takeoffoperation while the aircraft is still on the ground without striking thefuselage on the ground. The aft portion can extend from the kinkedportion at an angle approximately equal to the degree of maximalrotation of the aircraft during the takeoff operation. The bend anglecan be approximately in the range of about 4 degrees to about 16 degreeswith respect to the longitudinal-lateral plane of the cargo aircraft. Insome embodiments, the aft region of the continuous interior cargo bayextends along a majority of a length of the aft portion of the fuselage.The bend angle can be approximately equal to the degree of maximalrotation of the aircraft during the takeoff operation. In someembodiments, the kinked portion is approximately vertically aligned withthe lateral pitch axis. In some embodiments, the kinked portion definesa non-symmetrical upward transition along opposed top and bottom outersurfaces of the fuselage. Additionally, at the aft end of the kinkedportion, the top outer surface can be angled less than the bottom outersurface with respect to the forward centerline.

The forward region of the continuous interior cargo bay can define aforward cargo centerline approximately parallel to thelongitudinal-lateral plane of the cargo aircraft, with the aft region ofthe continuous interior cargo bay defining an aft cargo centerlineextending above the longitudinal-lateral plane of the cargo aircraft andthe aft cargo centerline extending along a majority of the aftcenterline of the aft portion fuselage. In some embodiments, a length ofthe aft cargo centerline is at least approximately 25% of a length of acenterline of the continuous interior cargo bay. At least a majority ofthe kinked cargo centerline can be approximately aligned with the aftcenterline. In some embodiments, at least a majority of at least one ofthe aft cargo centerline or the aft centerline is angled approximatelyin the range of about 6 degrees to about 12 degrees with respect to aground plane when the cargo aircraft is fully resting on the ground. Insome embodiments, at least a majority of the length of at least one ofthe aft cargo centerline or the aft centerline is angled approximatelyequal to or greater than a maximal takeoff angle of the cargo aircraftwith respect to a ground plane when the cargo aircraft is fully restingon the ground. Approximately all of the length of at least one of theaft cargo centerline or the aft centerline can be angled approximatelyequal to or greater than the maximal takeoff angle of the cargo aircraftwith respect to a ground plane when the cargo aircraft is fully restingon the ground. The continuous interior cargo bay can define a maximumpayload length, and the aft cargo centerline can define a length atleast approximately 30% of the maximum payload length. In someembodiments, a length of the aft portion of the fuselage is at leastabout 25% of the length of the fuselage. In some embodiments, the lengthof the fuselage is greater than 84 meters, and the continuous interiorcargo bay defines a maximum payload length of at least about 70 meters.In some embodiments, the aft portion of the fuselage includes aplurality of circumferentially disposed structural elements orientedorthogonally along the aft centerline.

Another exemplary embodiment of the present disclosure is a cargoaircraft that includes a fuselage defining a forward end, an aft end,and a continuous interior cargo bay that spans a majority of a length ofthe fuselage from the forward end to the aft end. The fuselage includesa forward portion containing a forward region of the continuous interiorcargo bay, the forward portion defining a forward centerline along alongitudinal-lateral plane of the cargo aircraft, an aft portioncontaining an aft region of the continuous interior cargo bay, the aftportion defining an aft centerline extending above thelongitudinal-lateral plane of the cargo aircraft, and a kinked portion.The kinked portion forms a junction in the fuselage between the forwardportion and the aft portion of the fuselage and between the forward andaft regions of the continuous interior cargo bay. The kinked portioncontains a transition region of the continuous interior cargo bay anddefines a bend angle between the forward centerline and the aftcenterline. The aircraft also includes a first fixed wing that extendsfrom the fuselage in a first direction away from the fuselage and asecond fixed wing that extends from the fuselage in a second directionaway from the fuselage, with the second direction being approximatelysymmetric about a longitudinal-vertical center plane of the cargoaircraft. Additionally, the cargo aircraft has an upper wingconfiguration with an upper wing surface that extends across the top ofthe aircraft from the first fixed wing to the second fixed wing. Acentral portion of the upper wing surface includes at least a portion ofan exterior surface of the kinked portion.

In some embodiments, the kinked portion includes a forward end, an aftend, and a plurality of longitudinal frame elements that extend betweenthe forward end and the aft end, the forward end being adjacent to theforward portion and the aft end being adjacent to the aft portion suchthat the forward end is angled with respect to the aft end about alateral axis of the cargo aircraft.

The cargo aircraft can further include an upper wing box that passesthrough the forward portion of the fuselage and connects the first fixedwing to the second fixed wing. The upper wing box can be located forwardof the kinked portion. In some embodiments, a periphery of the forwardend of the kinked portion is sized and shaped differently than aperiphery of the aft end of the kinked portion. In some embodiments, across-sectional area of the periphery of the aft end of the kinkedportion is less than a cross-sectional area of the periphery of theforward end of the kinked portion.

The cargo aircraft can further include an upper wing box that passesthrough the forward portion of the fuselage and connects the first fixedwing to the second fixed wing. The upper wing box can be located forwardof the forward end of the kinked portion. In at least some suchembodiments, an exterior surface of the kinked portion defines ageometrical smooth transition between an exterior surface of the forwardportion and an exterior surface of the aft portion. The exterior surfaceof the kinked portion can include a plurality of longitudinal panelsthat can extend from the forward portion to the aft portion. Each of theplurality of longitudinal panels can have complex curvature between anexterior of the forward end and an exterior of the aft portion.

In some embodiments, the upper wing surface spans across the first fixedwing, the upper wing box, and the second fixed wing. A central portionof the upper wing surface can span the upper wing box and can define anairfoil shape that extends vertically above the forward end of thekinked portion. Further, first and second wing portions of the upperwing surface can span the first and second fixed wings, respectively,and can extend vertically above and below the forward end of the kinkedportion. The kinked portion of the fuselage can define an uppertransition surface and the aft portion of the fuselage defines an aftupper surface, and the upper transition surface of the kinked portioncan smoothly blend the central portion of the upper wing surface withthe aft upper surface.

In some embodiments, a forward end of the upper transition surface ofthe kinked portion tangentially intersects the central portion of theupper wing surface and an aft end of the upper transition surface of thekinked portion tangentially intersects the aft upper surface. Theforward portion can define a forward lower exterior surface, the kinkedportion can define a lower transition surface, and the aft portion candefine an aft lower exterior surface. Further, the lower transitionsurface can be geometrically smooth such that the lower transitionsurface smoothly blends the forward lower exterior surface with the aftlower exterior surface. Additionally, in at least some such embodiments,a forward end of the lower transition surface of the kinked portion cantangentially intersect the forward lower exterior surface and an aft endof the lower transition surface of the kinked portion can tangentiallyintersect the aft lower exterior surface. In some embodiments, the lowertransition surface defines a curvature that decreases from the forwardend to the aft end. In some embodiments, a majority of the lowertransition surface is substantially flat with respect to a lateral axisof the cargo aircraft.

BRIEF DESCRIPTION OF DRAWINGS

This disclosure will be more fully understood from the followingdetailed description taken in conjunction with the accompanyingdrawings, in which:

FIG. 1A is an isometric view of one exemplary embodiment of an aircraft;

FIG. 1B is a side view of the aircraft of FIG. 1A;

FIG. 2A is an isometric view of the aircraft of FIG. 1A with a nose conedoor in an open position to provide access to an interior cargo bay ofthe aircraft;

FIG. 2B is an isometric view of the aircraft of FIG. 2A with a payloadbeing disposed proximate to the aircraft for loading into the interiorcargo bay;

FIG. 2C is an isometric, partial cross-sectional view of the aircraft ofFIG. 2B with the payload being partially loaded into the interior cargobay;

FIG. 2D is an isometric, partial cross-sectional view of the aircraft ofFIG. 2C with the payload being fully loaded into the interior cargo bay;

FIG. 3 is a schematic side view of an aircraft in the prior art,illustrating a lateral axis of rotation with respect to tail strike;

FIG. 4A is a side view of an alternative exemplary embodiment of anaircraft;

FIG. 4B is a side transparent view of the aircraft of FIG. 4A;

FIG. 4C is a side view of the aircraft of FIG. 4B in a take-offposition;

FIG. 5A is the side view of the aircraft of FIG. 1A with some additionaldetails removed for clarity;

FIG. 5B is the side view of the aircraft of FIG. 1A showing the verticalextension of the aft fuselage above the forward portion of the fuselage;

FIG. 6A is a side cross-sectional view of the aircraft of FIG. 5A,including an interior cargo bay of the aircraft;

FIG. 6B is the side cross-sectional view of the aircraft of FIG. 6A withan exemplary payload disposed in the interior cargo bay;

FIG. 6C is the side cross-sectional view of the aircraft of FIG. 6A witha schematic of an exemplary maximum-length payload disposed in theinterior cargo bay;

FIG. 6D is the side cross-sectional view of the aircraft of FIG. 6A witha schematic of an exemplary maximum-weight payload disposed in theinterior cargo bay of the aircraft;

FIG. 7 is an isometric view of the aircraft of FIG. 6A illustrating alower support system that extends along the interior cargo bay from aforward entrance to an aft section of the interior cargo bay in an aftportion of a fuselage of the aircraft;

FIG. 8A is an isometric, transparent view of the aircraft of FIG. 1Bhaving the payload disposed therein;

FIG. 8B is a detailed, front-side isometric, transparent view of theaircraft of FIG. 8A with wind turbine blades of the payload hidden fromview to better illustrate a pair of rails disposed in the interior cargobay and exemplary payload-receiving fixtures for holding the windturbine blades coupled to the rails;

FIG. 8C is a detailed, back-side isometric, transparent view of theaircraft of FIG. 8B.

FIG. 9 is an isometric view of the rails and payload-receiving fixturesof FIG. 8B.

FIG. 10A is a schematic side view of one exemplary embodiment of a cargoaircraft fuselage showing two transverse frame sections that define akinked region;

FIG. 10B is a close-up schematic side view of the kinked region of thecargo aircraft fuselage of FIG. 10A;

FIG. 10C is a schematic front view comparative illustration of the twotransverse frame sections that define the kinked region of the cargoaircraft fuselage of FIG. 10A;

FIG. 11A is a close-up schematic side view of another exemplaryembodiment of a kinked region of a cargo aircraft fuselage;

FIG. 11B is a close-up schematic side view of still another exemplaryembodiment of a kinked region of a cargo aircraft fuselage;

FIG. 12A is a side view of one exemplary embodiment of structuralelements of a cargo aircraft fuselage;

FIG. 12B is an isometric view of the fuselage of FIG. 12A;

FIG. 12C is a close-up isometric view of a kinked portion of thefuselage of FIG. 12B;

FIG. 12D is a side view of the kinked portion of the fuselage of FIG.12C showing a fuselage skin;

FIG. 12E is a side view of the kinked portion of the fuselage of FIG.12C showing the transverse frame elements;

FIG. 12F is an isometric view of the kinked portion of the fuselage ofFIG. 12E;

FIG. 12G is an isometric view of the transverse frame elements of FIG.12F in isolation;

FIG. 13A is a side view of the skinned exterior of the cargo aircraft ofFIG. 12A;

FIG. 13B is a detail side view of an underside of a kinked portion of afuselage exterior of FIG. 13A;

FIG. 14A is an isometric downward view of the skinned exterior of thecargo aircraft of FIG. 12A;

FIG. 14B is a detail isometric downward view of a central upper wingsurface of the cargo aircraft of FIG. 14A; and

FIG. 14C is a detail view of the central upper wing surface of the cargoaircraft of FIG. 14B overlaid with an airfoil shape of the central upperwing surface.

DETAILED DESCRIPTION

Certain exemplary embodiments will now be described to provide anoverall understanding of the principles of the structure, function,manufacture, and use of the devices, systems, aircraft, and methodsdisclosed herein. One or more examples of these embodiments areillustrated in the accompanying drawings. Those skilled in the art willunderstand that the devices, systems, aircraft, components related to orotherwise part of such devices, systems, and aircraft, and methodsspecifically described herein and illustrated in the accompanyingdrawings are non-limiting embodiments and that the scope of the presentdisclosure is defined solely by the claims. The features illustrated ordescribed in connection with one embodiment may be combined with thefeatures of other embodiments. Such modifications and variations areintended to be included within the scope of the present disclosure. Someof the embodiments provided for herein may be schematic drawings,including possibly some that are not labeled as such but will beunderstood by a person skilled in the art to be schematic in nature.They may not be to scale or may be somewhat crude renderings of thedisclosed components. A person skilled in the art will understand how toimplement these teachings and incorporate them into work systems,methods, aircraft, and components related to each of the same, providedfor herein.

To the extent the present disclosure includes various terms forcomponents and/or processes of the disclosed devices, systems, aircraft,methods, and the like, one skilled in the art, in view of the claims,present disclosure, and knowledge of the skilled person, will understandsuch terms are merely examples of such components and/or processes, andother components, designs, processes, and/or actions are possible. Byway of non-limiting example, while the present application describesloading an airplane through a front end of the aircraft, alternatively,or additionally, loading can occur through an aft end of the aircraftand/or from above and/or below the aircraft. In the present disclosure,like-numbered and like-lettered components of various embodimentsgenerally have similar features when those components are of a similarnature and/or serve a similar purpose. To the extent terms such asfront, back, top, bottom, forward, aft, proximal, distal, etc. are usedto describe a location of various components of the various disclosures,such usage is by no means limiting, and is often used for conveniencewhen describing various possible configurations. The foregoingnotwithstanding, a person skilled in the art will recognize the commonvernacular used with respect to aircraft, such as the terms “forward”and “aft,” and will give terms of those nature their commonly understoodmeaning. Further in some instances, terms like forward and proximal oraft and distal may be used in a similar fashion.

The present disclosure is related to large, transport-category aircraft(e.g., fixed-wing, non-buoyant, and multi-engine jet aircraft), capableof moving oversized cargo not traditionally shippable by air. Forexample, wind turbine blades, which are typically highly elongated andirregular in shape in order to provide greater electrical powergenerating efficiency, or similarly long industrial equipment, shippingcontainers, or military equipment. The present disclosure is not limitedto these specific cargos or payloads, but rather, these are examples.Example of the present disclosure include extremely long cargo aircraft(e.g., longer than 60 meters, or even longer than 84 meters) with a kinkin their fuselage about the lateral pitch axis, which allows thetransportation of very long payloads or cargos while also meeting thetail strike requirement by allowing the cargo to extend longitudinallyaft and upwards to locations which are vertically above the uppersurface of the forwards fuselage.

Fixed-wing aircraft traditionally meet their tail strike requirement byincluding an upsweep angle on the lower surface of the aft fuselage. Thetailstrike requirement can then be expressed mathematically by observingthat to avoid the fuselage tail from striking the ground during takeoffrotation or landing flare, the ground static height of the aircraftfuselage aft tip on flat ground must be larger than the length ofaircraft fuselage aft of the rotation point along the aircraft lengthdirection, times the sine of the upsweep angle, plus the height of therotation point. This is a simplification that applies only at the aftfuselage tail tip, but the requirement applies for all locations aft ofthe rotation point along the aircraft length direction.

Additionally, to allow takeoff rotation, fixed-wing aircraft mainlanding gear are generally positioned in the middle of the aircraft.This is because the aircraft must be able to both balance on the landinggear on the ground at static conditions while achieving a takeoffrotation. During takeoff rotation aircraft rotate about a rotation pointthat coincides with the aft-most main landing gear location, and arotation axis that passes through this point that is parallel to thewing span direction, and orthogonal to the aircraft length direction andthe aircraft height direction. As an aircraft configuration must growlonger to accommodate long payloads or cargos, the tail strikerequirement becomes increasingly onerous because the vertical clearancerequired at the aft tip of the fuselage grows proportionally to thelength of aircraft aft of the main landing gear rotation location.

However, even for configurations with very long fuselage lengths,aspects of the present disclosure enable the tailstrike requirement tobe met by inserting a distinct fuselage kink, or a relatively sharpchange in the direction of the fuselage length direction, between theforwards and aft ends of the fuselage, resulting in an angle measured onaircraft centerline between the forwards fuselage length direction andthe aft fuselage length direction. This is illustrated in FIGS. 1A and1B.

Aircraft

The focus of the present disclosures is described with respect to alarge aircraft 100, such as an airplane, illustrated in FIGS. 1A and 1B,along with the loading of a large payload into the aircraft, illustratedat least in FIGS. 2A-2D, 6B-6D, and 8A. Additional details about theaircraft and payload may be described with respect to the other figuresof the present disclosure as well. In the illustrated embodiment, apayload 10 is a combination of two wind turbine blades 11A and 11B(FIGS. 2B-2D), although a person skilled in the art will appreciate thatother payloads are possible. Such payloads can include other numbers ofwind turbine blades (e.g., one, three, four, five, etc., or segments ofa single even larger blade), other components of wind turbines (e.g.,tower segments, generator, nacelle, gear box, hub, power cables, etc.),or many other large structures and objects whether related to windturbines or not. The present application can be used in conjunction withmost any large payload—large for the present purposes being at leastabout 57 meters long, or at least about 60 meters long, or at leastabout 65 meters long, or at least about 75 meters long, or at leastabout 85 meters long, or at least about 90 meters long, or at leastabout 100 meters long, or at least about 110 meters long, or at leastabout 120 meters long—or for smaller payloads if desired. Somenon-limiting examples of large payloads that can be used in conjunctionwith the present disclosures beyond wind turbines include but are notlimited to industrial oil equipment, mining equipment, rockets, militaryequipment and vehicles, commercial aerospace vehicles, crane segments,aircraft components, space launch rocket boosters, helicopters,generators, or hyperloop tubes. In other words, the aircraft 100 can beused with most any size and shape payload, but has particular utilitywhen it comes to large, often heavy, payloads.

As shown, for example in FIGS. 1A-1B and 2A-2D, the aircraft 100, andthus its fuselage 101, includes a forward end 120 and an aft end 140,with a kinked portion 130 connecting the forward end 120 to the aft end140. The forward end 120 is generally considered any portion of theaircraft 100, and related components, that are forward of the kinkedportion 130 and the aft end 140 is considered any portion of theaircraft 100, and related components, that are aft of the kinked portion130. The kinked portion 130, as described in greater detail below, is asection of the aircraft 130 in which both a top-most outer surface 102and a bottom-most outer surface 103 of the fuselage 101 become angled(notably, the placement of reference numerals 102 and 103 in the figuresdo not illustrate location of the “kink” since they more generally referto the top-most and bottom-most surfaces of the fuselage 101), asillustrated by an aft centerline C_(A) of the aft end 140 of thefuselage 101 with respect to a forward centerline C_(F) of the forwardend 120 of the fuselage 101.

The forward end 120 can include a cockpit or flight deck 122, andlanding gears, as shown a forward or nose landing gear 123 and a rear ormain landing gear 124. The illustrated embodiment does not show variouscomponents used to couple the landing gears 123, 124 to the fuselage101, or operate the landing gears (e.g., actuators, braces, shafts,pins, trunnions, pistons, cylinders, braking assemblies, etc.), but aperson skilled in the art will appreciate how the landing gears 123, 124are so connected and operable in conjunction with the aircraft 100. Theforward-most end of the forward end 120 includes a nose cone 126. Asillustrated more clearly in FIG. 2A, the nose cone 126 is functional asa door, optionally being referred to the nose cone door, thus allowingaccess to an interior cargo bay 170 defined by the fuselage 101 via acargo opening 171 exposed by moving the nose cone door 126 into an openor loading position (the position illustrated in FIG. 2A; FIGS. 1A and1B illustrate the nose cone door 126 in a closed or transport position).The door may operate by rotating vertically tip-upwards about a lateralaxis, or by rotating horizontally tip-outboards about a vertical axis,or by other means as well such as translation forwards then in otherdirections, or by paired rotation and translation, or other means.

As described in greater detail below, the interior cargo bay 170 iscontinuous throughout the length of the aircraft 101, i.e., it spans amajority of the length of the fuselage. The continuous length of theinterior cargo bay 170 includes the space defined by the fuselage 101 inthe forward end 120, the aft end 140, and the kinked portion 130disposed therebetween, such spaces being considered corresponding to theforward bay, aft bay, and kinked bay portions of the interior cargo bay170. The interior cargo bay 170 can thus include the volume defined bynose cone 126 when it is closed, as well as the volume defined proximateto a fuselage tail cone 142 located at the aft end 140. In theillustrated embodiment of FIG. 2A, the nose cone door 126 is hinged at atop such that it swings clockwise towards the fuselage cockpit 122 and afixed portion or main section 128 of the fuselage 101. In otherembodiments, a nose cone door can swing in other manners, such as beinghinged on a left or right side to swing clockwise or counter-clockwisetowards the fixed portion 128 of the fuselage. The fixed portion 128 ofthe forwards fuselage 101 is the portion that is not the nose cone 126,and thus the forwards fuselage 101 is a combination of the fixed portion128 and the nose cone 126. Alternatively, or additionally, the interiorcargo bay 170 can be accessed through other means of access known tothose skilled in the art, including but not limited to a hatch, door,and/or ramp located in the aft end 140 of the fuselage 101, hoistingcargo into the interior cargo bay 170 from below, and/or lowering cargointo the interior cargo bay 170 from above. One advantage provided bythe illustrated configuration, at least as it relates to some aspects ofloading large payloads, is that by not including an aft door, theinterior cargo bay 170 can be continuous, making it significantly easierto stow cargo in the aft end 140 all the way into the fuselage tail cone142. While loading through an aft door is possible with the presentdisclosures, doing so would make loading into and use of the interiorcargo bay 170 space in the aft end 140 all the way into the fuselagetail cone 142 much more challenging and difficult to accomplish—alimitation faced in existing cargo aircraft configurations. Existinglarge cargo aircraft are typically unable to add cargo in this way(e.g., upwards and aftwards) because any kink present in their aftfuselage is specifically to create more vertical space for an aft doorto allow large cargo into the forwards portion of the aircraft.

A floor 172 can be located in the interior cargo bay 170, and can alsoextend in a continuous manner, much like the bay 170 itself, from theforward end 120, through the kinked portion 130, and into the aft end140. The floor 172 can thus be configured to have a forward end 172 f, akinked portion 172 k, and an aft end 172 a. In some embodiments, thefloor 172 can be configured in a manner akin to most floors of cargobays known in the art. In some other embodiments, discussed in greaterdetail below, one or more rails can be disposed in the interior cargobay 170 and can be used to assist in loading a payload, such as thepayload 10, into the interior cargo bay 170 and/or used to help securethe location of a payload once it is desirably positioned within theinterior cargo bay 170. Additional fixtures and tooling designed to beused in conjunction with such rails are also discussed below at leastwith respect to FIGS. 8A-9.

Opening the nose cone 126 not only exposes the cargo opening 171 and thefloor 172, but it also provides access from an outside environment to acantilevered tongue 160 that extends from or otherwise defines aforward-most portion of the fixed portion 128 of the fuselage 101. Thecantilevered tongue can be an extension of the floor 172, or it can beits own feature that extends from below or above the floor 172 andassociated bottom portion of the fuselage 101. The cantilevered tongue160 can be used to support a payload, thus allowing the payload toextend into the volume of the interior cargo bay 170 defined by the nosecone 126.

A wingspan 180 can extend substantially laterally in both directionsfrom the fuselage. The wingspan 180 includes both a first fixed wing 182and a second fixed wing 184, the wings 182, 184 extending substantiallyperpendicular to the fuselage 101 in respective first and seconddirections which are approximately symmetric about alongitudinal-vertical plane away from the fuselage 101, and moreparticularly extending substantially perpendicular to the centerlineC_(F). Wings 182, 184 being indicated as extending from the fuselage 101do not necessarily extend directly away from the fuselage 101, i.e.,they do not have to be in direct contact with the fuselage 101. Further,the opposite directions the wings 182, 184 extend from each other canalternatively be described as the second wing 184 extendingapproximately symmetrically away from the first wing 182. As shown, thewings 182, 184 define approximately no sweep angle and no dihedralangle. In alternative embodiments, a sweep angle can be included in thetip-forwards (−) or tip-aftwards (+) direction, the angle beingapproximately in the range of about −40 degrees to about +60 degrees. Inother alternative embodiments, a dihedral angle can be included in thetip-downwards (negative, or “anhedral”) or tip-upwards (positive, or“dihedral”) direction, the angle being approximately in the range ofabout −5 degrees to about +5 degrees. Other typical components of wings,including but not limited to slats for increasing lift, flaps forincreasing lift and drag, ailerons for changing roll, spoilers forchanging lift, drag, and roll, and winglets for decreasing drag can beprovided, some of which a person skilled in the art will recognize areillustrated in the illustrations of the aircraft 100 (other parts ofwings, or the aircraft 100 more generally, not specifically mentioned inthis detailed description are also illustrated and recognizable by thoseskilled in the art). Engines, engine nacelles, and engine pylons 186 canalso be provided. In the illustrated embodiment, two engines 186, onemounted to each wing 182, 184 are provided. Additional engines can beprovided, such as four or six, and other locations for engines arepossible, such as being mounted to the fuselage 101 rather than thewings 182, 184.

The kinked portion 130 provides for an upward transition between theforward end 120 and the aft end 140. The kinked portion 130 includes akink, i.e., a bend, in the fixed portion 128 of the fuselage 101 suchthat both the top-most outer surface 102 and the bottom-most outersurface 103 of the fuselage 101 become angled with respect to thecenterline C_(F) of the forward end 120 of the aircraft 100, i.e., bothsurfaces 102, 103 include the upward transition provided for by thekinked portion 130. As shown at least in FIG. 1B, the aft-most end ofthe aft end 140 can raise entirely above the centerline C_(F). In theillustrated embodiment, the angle defined by the bottom-most outersurface 103 and the centerline C_(F) is larger than an angle defined bythe top-most outer surface 102 and the centerline C_(F), although otherconfigurations may be possible. Notably, although the present disclosuregenerally describes the portions associated with the aft end 140 asbeing “aft,” in some instances they may be referred to as part of a“kinked portion” or the like because the entirety of the aft end 140 isangled as a result of the kinked portion 130. Thus, references herein,including in the claims, to a kinked portion, a kinked cargo bay orcargo bay portion, a kinked cargo centerline, etc. will be understood bya person skilled in the art, in view of the present disclosures, to bereferring to the aft end 140 of the aircraft 100 (or the aft end inother aircraft embodiments) in some instances.

Despite the angled nature of the aft end 140, the aft end 140 iswell-suited to receive cargo therein. In fact, the aircraft 100 isspecifically designed in a manner that allows for the volume defined bythe aft end 140, up to almost the very aft-most tip of the aft end 140,i.e., the fuselage tail cone 142, can be used to receive cargo as partof the continuous interior cargo bay 170. Proximate to the fuselage tailcone 142 can be an empennage 150, which can include horizontalstabilizers for providing longitudinal stability, elevators forcontrolling pitch, vertical stabilizers for providinglateral-directional stability, and rudders for controlling yaw, amongother typical empennage components that may or may not be illustratedbut would be recognized by a person skilled in the art.

The aircraft 100 is particularly well-suited for large payloads becauseof a variety of features, including its size. A length from theforward-most tip of the nose cone 126 to the aft-most tip of thefuselage tail cone 142 can be approximately in the range of about 60meters to about 150 meters. Some non-limiting lengths of the aircraft100 can include about 80 meters, about 84 meters, about 90 meters, about95 meters, about 100 meters, about 105 meters, about 107 meters, about110 meters, about 115 meters, or about 120 meters. Shorter and longerlengths are possible. A volume of the interior cargo bay 170, inclusiveof the volume defined by the nose cone 126 and the volume defined in thefuselage tail cone 142, both of which can be used to stow cargo, can beapproximately in the range of about 1200 cubic meters to about 12,000cubic meters, the volume being dependent at least on the length of theaircraft 100 and an approximate diameter of the fuselage (which canchange across the length). One non-limiting volume of the interior cargobay 170 can be about 6850 cubic meters. Not accounting for the veryterminal ends of the interior cargo bay 170 where diameters get smallerat the terminal ends of the fuselage 101, diameters across the length ofthe fuselage, as measured from an interior thereof (thus defining thevolume of the cargo bay) can be approximately in the range of about 4.3meters to about 13 meters, or about 8 meters to 11 meters. Onenon-limiting diameter of the fuselage 101 proximate to its midpoint canbe about 9 meters. The wingspan, from tip of the wing 132 to the tip ofthe wing 134, can be approximately in the range of about 60 meters to110 meters, or about 70 meters to about 100 meters. One non-limitinglength of the wingspan 180 can be about 80 meters. A person skilled inthe art will recognize these sizes and dimensions are based on a varietyof factors, including but not limited to the size and mass of the cargoto be transported, the various sizes and shapes of the components of theaircraft 100, and the intended use of the aircraft, and thus they are byno means limiting. Nevertheless, the large sizes that the presentdisclosure both provides the benefit of being able to transport largepayloads, but faces challenges due, at least in part, to its size thatmake creating such a large aircraft challenging. The engineeringinvolved is not merely making a plane larger. As a result, manyinnovations tied to the aircraft 100 provided for herein, and in othercommonly-owned patent applications, are the result of very specificdesign solutions arrived at by way of engineering.

Materials typically used for making fuselages can be suitable for use inthe present aircraft 100. These materials include, but are not limitedto, metals and metal alloys (e.g., aluminum alloys), composites (e.g.,carbon fiber-epoxy composites), and laminates (e.g., fiber-metalliclaminates), among other materials, including combinations thereof.

FIGS. 2B-2D provide for a general, simplified illustration of oneexemplary embodiment of loading a large payload 10 into the aircraft100. As shown, the cargo nose door 126 is swung upwards into its openposition, exposing the portion of the interior cargo bay 170 associatedwith the fixed portion 128 of the fuselage 101, which can extend throughthe kinked portion 130 and through essentially the entirety of the aftend 140. The cargo opening 171 provides access to the interior cargo bay170, and the cantilevered tongue 160 can be used to help initiallyreceive the payload. As shown, the payload 10 includes two wind turbineblades 11A, 11B, held with respect to each other by payload-receivingfixtures 12. The payload-receiving fixtures 12 are generally consideredpart of the payload, although in an alternative interpretation, thepayload 10 can just be configured to be the blades 11A, 11B. Thispayload 10 can be considered irregular in that the shape, size, andweight distribution across the length of the payload is complex, causinga center of gravity of the payload to be at a separate location than ageometric centroid of the payload. One dimension (length) greatlyexceeds the others (width and height), the shape varies with complexcurvature nearly everywhere, and the relative fragility of the payloadrequires a minimum clearance be maintained at all times as well asfixturing support the length of the cargo at several locations evenunder the payload's own weight under gravity. Additional irregularpayload criteria can include objects with profiles normal to alengthwise axis rotate at different stations along that axis, resultingin a lengthwise twist (e.g., wind turbine blade spanwise twist) orprofiles are located along a curved (rather than linear) path (e.g.,wind turbine blade in-plane sweep). Additionally, irregular payloadsinclude objects where a width, depth, or height vary non-monotonicallyalong the length of the payload (e.g., wind turbine blade thickness canbe maximal at the max chord station, potentially tapering to a smallercylinder at the hub and to a thin tip). The term irregular package willbe similarly understood.

The payload 10, which can also be referred to as a package, particularlywhen multiple objects (e.g., more than one blade, a blade(s) andballast(s)) are involved, possibly secured together and manipulated as asingle unit, can be delivered to the aircraft 100 using most anysuitable devices, systems, vehicles, or methods for transporting a largepayload on the ground. A package can involve a single object though. Inthe illustrated embodiment, a transport vehicle 20 includes a pluralityof wheeled mobile transporters 22 linked together by a plurality ofspans, as shown trusses 24. In some instances, one or more of thewheeled mobile transporters 22 can be self-propelled, or the transportvehicle 20 more generally can be powered by itself in some fashion.Alternatively, or additionally, an outside mechanism can be used to movethe vehicle 20, such as a large vehicle to push or pull the vehicle 20,or various mechanical systems that can be used to move large payloads,such as various combinations of winches, pulleys, cables, cranes, and/orpower drive units.

As shown in FIG. 2B, the transport vehicle 20 can be driven or otherwisemoved to the forward end 120 of the aircraft 100, proximate to the cargoopening 171. Subsequently, the payload 10 can begin to be moved from thetransport vehicle 20 and into the interior cargo bay 170. This canlikewise be done using various combinations of one or more winches,pulleys, cables, cranes, and/or power drive units, such set-ups andconfigurations being known to those skilled in the art. FIG. 2Cillustrates a snapshot of the loading process with half of the fuselageremoved for illustrative purposes (as currently shown, the half of thenose cone 126 illustrated is in both an open and closed position, butduring loading through the cargo opening 171, it is in an openposition). As shown, the payload 10 is partially disposed in theinterior cargo bay 170 and is partially still supported by the transportvehicle 20. A distal end 10 d of the payload 10 is still disposed in theforward end 120, as it has not yet reached the kinked portion 130.

The system and/or methods used to move the payload 10 into the partiallyloaded position illustrated in FIG. 2C can continue to be employed tomove the payload 10 into the fully loaded position illustrated in FIG.2D. As shown, the distal end 10 d of the payload 10 d is disposed in theinterior cargo bay 170 at the aft end 140, a proximal end 10 p of thepayload 10 is disposed in the interior cargo bay 170 at the forward end120 (for example, on the cantilevered tongue 160, although the tongue isnot easily visible in FIG. 2D), and the intermediate portion of thepayload 10 disposed between the proximal and distal ends 10 p, 10 dextends from the forward end 120, through the kinked portion 130, andinto the aft end 140. As shown, the only contact points with a floor ofthe interior cargo bay 170 (which for these purposes includes the tongue160) are at the proximal and distal ends 10 p, 10 d of the payload 10and at two intermediate points 10 j, 10 k between the proximal anddistal ends 10 p, 10 d, each of which is supported by a correspondingfixture 12. In other embodiments, there may be fewer or more contactpoints, depending, at least in part, on the size and shape of each ofthe payload and related packaging, the size and shape of the cargo bay,the number of payload-receiving fixture used, and other factors. Thisillustrated configuration of the payload disposed in the interior cargobay 170 is more clearly understood by discussing the configuration ofthe kinked fuselage (i.e., the fuselage 101 including the kinked portion130) in greater detail. Once the payload 10 is fully disposed in theinterior cargo bay 170, it can be secured within the cargo bay 170 usingtechniques provided for herein, in commonly-owned applications, orotherwise known to those skilled in the art.

Kinked Fuselage

FIG. 3 is an illustration of a prior art aircraft 300 during a takeoffpitch-up maneuver showing the calculating of a tailstrike angle(θ_(tailstrike)), which is determined when a forward end 320 of theaircraft 300 is lifted away from the ground P_(300G) (e.g., a runway ofan airport) and an aft end 340 and tail of the aircraft 300 is pushedtowards the ground 50 until contact. This change occurs during a takeoffpitch-up maneuver when the aircraft 300 pitches (e.g., rotates) about alateral axis of rotation, indicated as “A” in FIG. 3. This lateral axisof rotation, A, is typically defined by the main landing gear 324, whichacts as a pivot point to allow a downwards force generated by the tailto lift the forward end 320 of the aircraft 300. In FIG. 3, the noselanding gear 323 and main landing gear 324 of the aircraft 300 define aresting plane P_(300R) (e.g., plane horizontal with the ground planeP_(300G) when the aircraft is resting), such that the tailstrike angleθ_(tailstrike) can be defined by the change in the angle of the groundplane P_(300G) with respect to the resting plane P_(300R) when theaircraft 300 has achieved a maximal pitch angle or takeoff angle, whichoccurs just before any part of the aft end 340 of the aircraft 300strikes the ground. In FIG. 3, a forward center line C_(F300) of theaircraft 300 is shown, along with an aft centerline C_(A300), whichextends to the aft end 340 of the aircraft 300. In order to increaseθ_(tailstrike), larger aircraft 300 usually have an upsweep to the lowersurface of an aft region of the aft fuselage. This upsweep deflects thecenterline C_(A300) with respect to the forward center line C_(F300) atthe initiation of the upsweep, which is shown in FIG. 3 as a bend 331 inthe centerlines C_(F300), C_(A300). In prior art aircraft 300, this bend331 occurs a certain distance, shown in FIG. 3 as distance “d” aft ofthe lateral axis of rotation A. Longer values of distance “d” increasethe constant cross-section length of the aircraft 300, which can,depending on the type of aircraft, extend the length of a passengercabin and/or increase the length of the cargo bay, and thus the abilityto carry cargo of an increased maximum length. Aspects of the presentdisclosure eschew this prior art incentive for increasing distance “d”and instead significantly reconfigure the relationship between the aftfuselage and forward fuselage such that decreasing distance “d” canresult in increasing the maximum usable cargo bay length, as explainedin more detail below.

FIG. 4A is a side view illustration of an exemplary cargo aircraft 400of the present disclosure. The aircraft 400, which is shown to be over84 meters long, includes a fuselage 401 having a forward end 420defining a forward centerline C_(F400) and an aft end 440 defining anaft centerline C_(A400), with the aft centerline C_(A400) being angledup with respect to the forward centerline C_(F400). The forward and aftcenterlines C_(F400), C_(A400) define a junction or kink 431therebetween, where the forward centerline C_(F400) angles upward as theoverall aft fuselage, which is in the aft end 440, changes in directionto be angled with respect to the forward fuselage, which is in theforward end 420. This defines a kink angle α_(400k) of the aft fuselage440. The kink location 431 is contained in the kinked portion 430disposed between and connecting the forward and aft ends 420, 440. FIG.4B shows the forward centerline C_(F400) as being an approximatemidpoint between a top-most outer or upper surface 402 f and abottom-most outer or lower surface 403 f of the fuselage 401 forward ofa lateral axis of rotation A′, with the aft centerline C_(A400) being anapproximate midpoint between an upper surface 402 a and a lower surface403 a of the fuselage 401 aft of the lateral axis of rotation. FIG. 4Bshows the kink 431 between the forward centerline C_(F400) and the aftcenterline C_(A400) as being an approximate change in the angle of aplane 410′ substantially perpendicular to the centerline C_(F400) andmost of the upper and lower surfaces 402 a, 403 a extending aft from thekink 431, such that the fuselage 401 aft of the kink 431 has asubstantial portion of an approximately constant height orcross-sectional area. This represents only one example, and in otherinstances the upper surface 402 a does not necessarily extendapproximately parallel to the lower surface 402 b at all even if the aftfuselage still defines a kink 431 in the centerline.

In FIG. 4B, the angle of the aft centerline C_(A400) with respect to theforward centerline C_(F400) defines a kink or bend angle (illustrated asα_(400K) in FIG. 4A), which can be approximately equal to average of anangle α_(upper) of the after upper surface e 402 a and an angleα_(lower) of the lower surface 403 a with respect to the forwardcenterline C_(F400) and forward upper and lower surfaces 402 f, 403 ffor the case of a constant cross-section forward fuselage 401, as shownin FIG. 4B (hence, FIG. 4B indicating the upper and lower surfaces 402a, 403 a defining the respective upper and lower angles α_(upper),α_(lower)). In some instances, the angles α_(upper), α_(lower) of theaft upper and lower surfaces 402 a, 403 a vary with respect to the angleof the aft centerline C_(A400), with the location of a substantialupward deflection in the overall centerline (e.g., kink 431) beingdefined by the overall shape and slope of the aft fuselage with respectto the forward fuselage (or more generally the overall shape and slopeof the aft end 440 with respect to the forward end 420). For example,for the aircraft 100 of FIG. 1B, the lower surface defines a lower angleα_(lower), which is approximately equal to the tailstrike angle ofapproximately 12 degrees, and the upper surface angle α_(upper) in theaft fuselage is approximately between 6 and 7 degrees. In some exemplaryembodiments, the result kink angle of the aft centerline C_(A400) can beapproximately in the range of about 0.5 degrees to about 25 degrees, andin some instance it is about 10 degrees with respect to alongitudinal-lateral plane of the cargo aircraft 100, i.e., a plane inwhich the forward centerline C_(F400) is disposed, the plane extendsubstantially parallel to the ground or a ground plane P_(400G).Further, the kink angle α_(400K) can be approximately equal to a degreeof maximal rotation of the aircraft during the takeoff operation. Stillfurther, a length of the aft end 140, i.e., the portion that is angledwith respect to the forward centerline C_(F400), can be approximately inthe range of about 15% to 65%, and in some instances about 35% to about50% of a length of the entire fuselage 101, and in some embodiments itcan be about 49% the length of the fuselage 101.

In FIG. 4C, the cargo aircraft 400 is shown on the ground 50 and rotatedabout the lateral axis of rotation to illustrate, for example, a takeoffpitch-up maneuver. In FIG. 4C, a resting plane P_(400R) of the forwardend 420 angled with respect to the ground or ground plane P_(400G) at adegree just before θ_(tailstrike), as no part of the aft end 440,empennage 450, or tail 442 is contacting the ground. In this position,the lower surface 403 a (and, approximately, the aft centerlineC_(A400)) is substantially parallel with the ground or ground planeP_(400G), and it can be seen that because the location of the centerlinekink 431 of the kinked portion 430 is approximately with, or very closeto, the lateral axis of rotation A′, the angle α_(400K) of the kink 431is approximately the maximum safe angle of rotation of the aircraft 400about the lateral axis of rotation A′. FIG. 4C shows a vertical axis 409a aligned with the location of the lateral axis of rotation A′ andanother vertical axis 409 b aligned with the kink 431 in the fuselagecenterline C_(F400), with a distance d′ therebetween. With d′ beingsmall, and the lower surface 403 a of the aft end 440 extending aft withapproximately the kink angle α_(400K) of the kink 431 or a slightlylarger angle, as shown, the aft end 440 is highly elongated withoutrisking a tail strike. Accordingly, minimizing d′ approximately sets thelower angle α_(lower) as an upper limit to the safe angle of rotationabout the lateral pitch axis. Moreover, the upward sweep of the uppersurface 402 a can be arranged to maintain a relatively largecross-sectional area along most of the aft end 440, thereby enabling asubstantial increase in the overall length of the cargo aircraft 400,and thus usable interior cargo bay within the aft end 440, withoutincreasing θ_(tailstrike). FIG. 5A shows this in further detail for thecargo aircraft 100 of FIG. 1A.

In FIG. 5A, the aft centerline C_(A) and forward centerline C_(F) of thefuselage 101 are shown intersecting at a kink location 131 just aft ofthe vertical plane P_(500V) of the lateral axis of rotation A′, whichoccurs within the kinked portion 130 connecting the forward end orfuselage 120 to the aft end or fuselage 140. The lower surface 103 ofthe aft fuselage 140 approximately defines θ_(tailstrike) of the cargoaircraft 100, which is slightly larger than a kink angle α_(100K)defined by the upslope of the aft centerline C_(A) with respect to theforward centerline C_(F). Additionally, in some examples, the aftfuselage can include a sensor 549 configured to measure the distanced_(G) of the lower surface 103 of the aft fuselage 140 to the ground 50to assist the pilot and/or computer in control of the aircraft 100 inmaximally rotating the aircraft 100 about the lateral pitch axis withouttailstrike.

As explained in more detail below, vertically aligning the kink location131 with the lateral pitch axis can enable the aft fuselage 140 toextend without decreasing θ_(tailstrike), which also can enable theuseable portion of the interior cargo bay 170 to extend aft along asubstantial portion of the aft fuselage 140. Further, the presentdesigns can enable the creation of extremely long aircraft designscapable of executing takeoff and landing operations with shorter runwaylengths than previously possible. These lengths can be the equivalent ofexisting typical runway lengths, or even shorter, which is surprisingfor an airplane that is longer. Runway lengths approximately in therange of about 500 meters to about 1000 meters are likely possibly inview of the present disclosures, as compared to existing runways, whichare about 2000 meters for standard aircraft and about 3000 meters forlarger aircrafts. Thus, the engineering related to the aircraft 100,400, and other embodiments of aircraft derivable from the presentdisclosures, enable extremely large aircraft that can be used on runwaysthat are the smaller than runways for aircraft that are considered to belarge aircraft due, at least in part, to the designs enabling increasedpitch angles without causing tailstrike.

A further advantage provided by the present designs is being able tomaintain the location of the center-of-gravity of the aircraft close tothe lateral pitch axis, which minimizes the downforce required by thetail to rotate the aircraft during takeoff. This minimization ofnecessary downforce allows pitch-up maneuvers to occur at slower speeds,thereby increasing the available angle of attack (and thus lift) able tobe generated at a given speed, which in turn reduces the speed necessaryto generate enough lift to get the aircraft off the ground. Thisadvantage is not achievable in prior art designs that attempt toincrease their cargo length efficiency (e.g., maximum linear payloadlength as a function of overall fuselage length) at least because: (1) areduction in tailstrike angle as the aft fuselage is elongated aft ofthe lateral rotation axis (e.g., in designs with an aft fuselage bendlocation being a substantial distance from their lateral axis ofrotation); (2) a reduced ability to complete a pitch-up maneuver atlow-speeds if the lateral pitch axis is moved aft of thecenter-of-gravity of the aircraft to accommodate the elongated fuselage,necessitating a substantial increase in wing and/or tail size to achievethe takeoff lengths equal to aircraft designs having lateral pitch axiscloser to their center-of-gravity; and/or (3) a reduction in the cargobay diameter as the aft end of the cargo bay is extended further towardthe tail.

FIG. 5B shows the vertical extension of the aft fuselage 140 above theforward portion 120 of the fuselage 101. In FIG. 5B, a line C_(u) isdrawn showing the approximately horizontal extension of the uppersurface of the forward portion 120 of the fuselage 101. A substantialportion of the aft portion 140 of the fuselage extends above this lineC_(u). This includes an upper portion 540U of the aft portion 140 thatis above both the line C_(u) and the aft centerline C_(A) and a lowerportion 540L that is above the both the line C_(u) and below the aftcenterline C_(A). The size of the upper and lower portions 540U, 540Ldepends on the kink angle α_(100K), the length of the aft portion 140,and one or both of the upper and lower angles α_(upper), α_(lower), asthese together define the kink angle α_(100K) and the height of the ofthe aft portion 140 as it extends to the aft end. In some examples, asubstantial portion of both the upper and lower portions 540U, 540L isoccupied by a portion of the interior cargo bay 170.

FIG. 6A is side cross-section view of the cargo aircraft 100, thecross-section being taken along an approximate midline T-T of thetop-most outer surface, as shown in FIG. 1A. The cargo bay 170 defines acenterline that extends along the overall length of the cargo bay 170.The cargo bay 170 extends from a forward end 171 of a forward end orregion 170 f of the cargo bay 170, as shown located in the nose cone126, to an aft end 173 of an aft end or region 170 a of the cargo bay170, as shown located in the fuselage tail cone 142. The forward and aftregions 170 f, 170 a of the cargo bay 170 sit within the forward and aftends 120, 140, respectively, of the aircraft 100. More particularly, theforward region 170 f can generally define a forward cargo centerlineC_(FCB) that can be substantially colinear or parallel to the forwardfuselage centerline C_(F) (shown in FIG. 5A) and the aft region 170 acan generally define an aft cargo centerline C_(ACB) that can besubstantially colinear or parallel to the aft fuselage centerline C_(A)(shown in FIG. 5A). Accordingly, in the kinked portion 130 of thefuselage 101, which itself can include a comparable kinked portion 170 kof the cargo bay 170, where the aft fuselage centerline C_(A) bends withrespect to the forward fuselage centerline C_(F), the aft cargocenterline C_(ACB) also bends at a kink location 631 with respect to theforward cargo centerline C_(FCB). The bend can be at approximately thesame angle, as shown an angle α_(100KP), as the kink angle α_(100K) ofthe fuselage 101. The aft cargo centerline C_(ACB) can extend at leastapproximately 25% of a length of a centerline of the continuous interiorcargo bay 170, i.e., the length of the centerline throughout the entirecargo bay 170. This amount more generally can be approximately in therange of about 25% to about 50%. There are other ways to describe thesedimensional relationships as well, including, by way of non-limitingexample, a length of the aft cargo centerline C_(ACB) being at leastapproximately 45% of the length of the fuselage 101 and/or at leastapproximately 80% of a length of the fuselage 101 aft of the lateralpitch axis, among other relationships provided for herein or otherwisederivable from the present disclosures.

FIG. 6A shows the aft region 170 a of the cargo bay 170 extendingthrough almost all of the aft fuselage 140, which is a distinctadvantage of the configurations discussed herein. Moreover, due to thelength of the aft fuselage 140, a pitch 674 of structural frames 104 aof the aft fuselage 140 can be angled with respect to a pitch 672 ofstructural frames 104 f of the forward fuselage 120 approximately equalto the kink angle α_(100K) of the fuselage 101. In some examples, thekinked region 130 represents an upward transition between the pitch 672of the structural frames 104 f of the forward fuselage 120 and the pitch674 of the structural frames 104 a of the aft fuselage 140. A personskilled in the art will recognize that structural frames 104 a, 104 fare merely one example of structural features or elements that can beincorporated into the fuselage 101 to provide support. Such elements canbe more generally described as circumferentially-disposed structuralelements that are oriented orthogonally along the aft centerline C_(ACB)and the forward centerline C_(FCB). In some examples, the location ofthe cargo bay kink 631 (FIG. 6A) is forward or aft of the fuselage kink131 (FIG. 5A) such that either the forward cargo region 170 f partiallyextends into the aft fuselage 140 or the aft cargo region 170 apartially extends into the forward fuselage 120, however, this generallydepends, at least in part, on the distance between the interior of thecargo bay 170 and the exterior of the fuselage, which is typically asmall distance for cargo aircraft having a maximally sized cargo bay.Regardless, to fully utilize examples of the present disclosure, the aftregion 170 a of the cargo bay 170 can be both (1) able to besubstantially extended due to the ability of the aft fuselage 140 lengthto be extended and (2) able to extend along substantially all of thelength of the aft fuselage 140 because examples of the presentdisclosure enable aircraft to have elongated aft fuselages for a fixedtailstrike angle and/or minimized kink angle. Additionally, minimizingthe fuselage kink angle for elongated aft fuselages allows the aftregion of the cargo bay to extend further along the fuse fuselage whileincreasing the maximum straight-line payload length for a given overallaircraft length and tailstrike angle, as shown at least in FIGS. 6B and6C.

FIG. 6B shows a side cross-sectional view of the fuselage 101 of thecargo aircraft 100 of FIG. 6A with a highly elongated payload 10 of twowind turbine blades 11A, 11B disposed substantially throughout theinterior cargo bay 170 and extending from the forward end 171 of theforward region 170 f to the aft end 173 of the aft region 170 a. Havingat least a portion of the aft region 170 a being linearly connected to(e.g., within line of sight) of at least a portion of the forward region170 f enables the extension of the aft region 170 a to result in anextension in the maximum overall length of a rigid payload capable ofbeing carried inside the interior cargo bay 170. Wind turbine blades,however, are often able to be deflected slightly during transport and soexamples of the present disclosure are especially suited to theirtransport as the ability to slightly deflect the payload 10 duringtransport enables even long maximum payload lengths to be achieved byfurther extending the aft end 173 of the aft region 170 a beyond theline of sight of the forward-most end 171 of the forward region 170 f.

FIG. 6C is the same cross-sectional view of the fuselage 101 of thecargo aircraft 100 of FIG. 6B with a maximum length rigid payload 90secured in the cargo bay 170. A forward end 90 f of the maximum lengthrigid payload 90 can be secured to the cantilevered tongue 160 in theforward end 171 of the forward region 170 f with a first portion of theweight of the payload 90 (shown as vector 91A) being carried by thecantilevered tongue 160 and an aft end 90 a of the maximum length rigidpayload 90 can be secured to the aft end 173 of the aft region 170 awith a second portion of the weight of the payload 90 (shown as vector91B) being carried by the aft end 173 of the aft region 170 a.

FIG. 6D is the same cross-sectional view of the fuselage 101 of thecargo aircraft 100 of FIG. 6A with a maximum weight payload 92 securedin the cargo bay 170. A forward end 92 f of the maximum weight payload92 can be secured in the forward region 170 f of the interior cargo bay170 with a first portion of the weight of the payload 92 (shown asvector 93A) being carried by the forward fuselage 120 and an aft end 92a of the maximum weight payload 92 can be secured in the aft region 170a of the interior cargo bay 170 with a second portion of the weight ofthe payload 92 (shown as vector 93B) being carried by the aft fuselage140. Advantageously, the substantial length of the cargo bay 170 forwardand aft of the a center-of-gravity of the aircraft 100 (e.g.,approximately aligned with the kinked region 130) enables positioning ofthe maximum weight payload 92 such that the payload center-of-gravity(shown as vector 94) substantially close (i.e., within about 30% of wingMean Aerodynamic Cord (MAC) or about 4% of total aircraft length) to oraligned with the center-of-gravity of the aircraft 100. In someexamples, at least about 10% of the weight of maximum weight payload 92is carried in the aft region 170 a. In some examples of carrying amaximum weight payload, especially payloads approaching a maximumlength, about 40% to about 50% could be carried in the aft region 170 ain order to center the payload's center of gravity at a nominal locationin the cargo bay 170.

FIG. 7 is a perspective view of the cargo aircraft 100 of FIG. 6Ashowing a lower support system 190A, 190B that extends along the cargobay 170 from a forward entrance 171 to and through the aft section 170 a(not visible) of the cargo bay 170 in the aft portion 140 (not visible)of the fuselage 101. The lower support system 190A, 190B can includeforward portions 191A, 191B that extend forward along the cantileveredtongue 160 as well. In some examples, the lower support system 190A,190B includes rails or tracks, or similar linear translation components,that enable a payload to be translated into the cargo bay 170 and allthe way to the aft end of the aft region 170 a of the cargo bay 170 fromthe cargo opening 171, for instance by having the lower support system190A, 190B extend through nearly an entire length of the fixed portion128 of the fuselage 101. In some examples, the lower support system190A, 190B can be used to support and/or the payload during flight suchthat the lower support system 190A, 190B can hold substantially all ofthe weight of the payload.

Rails and Payload-Receiving Fixtures

Hidden from view in the previous figures of the aircraft 100, butillustrated in FIGS. 8A-8C are a pair of rails 174 coupled to, extendingfrom, or otherwise associated with the floor 172 of the cargo bay 170.Some of the illustrations may look incomplete or incompatible with otherfigures, such as having rails extending beyond what looks like theterminal end of a fixed portion of the fuselage (see, e.g., FIG. 8C asfiled), but a person skilled in the art will recognize this is just theresult of complications that can arise while drawing and viewingcomponents using solid models and is not indicative of an incomplete,incompatible, or inoperable aspect of the aircraft and/or relatedcomponents. A person skilled in the art, in view of the presentdisclosures, will understand how such components should be illustratedin view of the present disclosures and other figures.

Much like the bay 170 and the floor 172, the rails 174 can extend in acontinuous manner from the forward end 120, through the kinked portion130, and into the aft end 140. The rails 174 can thus be configured tohave a forward end 174 f, a kinked portion 174 k, and an aft end 174 a.As a result of the kinked portion 174 k, a vertical distance d_(ra)between the aft end 174 a and a plane P_(F) defined by an interiorbottom contact surface of the interior cargo bay 170 in the forward end120 of the aircraft 100, i.e., the plane P_(F) extending longitudinallyand laterally through the forward end 172 f of the floor 172 and that issubstantially parallel to the forward centerline C_(F), is greater thana vertical distance d_(rf) between at least a portion of the forward end174 f and the plane P_(F). Further, in some embodiments in which the aftend 140 extends above a plane extending substantially through anentirety of the top surface 102 of the forward end 120 of the fuselage101 such that the plane is substantially parallel to ground, because therails 174 can extend towards and into the fuselage tail cone 142, aportion of at least one of the rails 174, as shown both rails 174,disposed in the aft bay portion 172 a can also be located above theplane extending substantially through an entirety of the top surface 102of the forward end 120 of the fuselage 101. The angle at which the rails174 are disposed in the aft bay portion 170 a can be akin to the kinkangle α_(K). More generally, the rails 174 can extend in a manner suchthat a majority of it disposed in the aft bay portion 170 a is disposedat the kink angle α_(K). As shown, there are two rails 174 that aresubstantially parallel to each other across their length, but in otherembodiments there can be fewer (e.g., one rail) or more rails and therails can extend in non-parallel manner, such as having them anglecloser together or further apart slightly as they extend towards the aftend 140 to create a desired stopping location that works with fixturesloaded onto the rails 174. In some embodiments, the rail(s) 174 canserve as a primary structural member(s) or beam(s) of the fuselage 101,capable of bearing operational flight and/or ground loads, akin to akeel beam in some aircraft.

A payload, such as the payload 10, can be translated along the rails 174from the forward end 174 f and towards the aft end 174 a until thepayload reaches a desired location. That desired location can relate,for example, to placing a center of gravity of the payload within adesired range of a center of gravity of the aircraft. Translation of thepayload can be aided by the fixtures 12 illustrated in FIGS. 8A-9. Asshown best in FIG. 9, the fixtures 12 can have a variety ofconfigurations that are configured to both receive a payload, such aswind turbine blades 11A, 11B (of fewer or more blades as desired) andtranslate along the rails 174 to place the payload at the desiredlocation(s).

The payload-receiving fixtures 12, as shown fixtures 112, 212, 312, 412,can generally include a carriage 114, 114′, a frame 116, and a receiver118, 218, 318, 418. In at least some of the illustrated embodiments, asingle type of carriage and a single type of frame are provided, whilefour different receivers are illustrated. A person skilled in the artwill recognize other carriages, frames, and receivers that can be usedin conjunction with the present disclosures. Further, whilepayload-receiving fixtures are referred to herein using referencenumeral 12, in some embodiments, a payload-receiving fixture may just bea receiver, like the receivers 118, 218, 318, 418, and thus such usageof the term “payload-receiving fixture” herein, including in the claims,can be directed to just a receiver as provided for herein. Generally,that term in any claim should be read in that manner, unless suchinterpretation would be incompatible with the remaining portion of theclaim, for example, if the claim separately recites a receiver.

Some of the illustrations may look incomplete or incompatible with otherfigures, such as looking like a receiver is not quite properly coupledto a frame (see, e.g., FIGS. 8B, 8C, and 9 as filed) or the fixture 12not being in contact with the rails 174 (see, e.g., FIG. 9), but aperson skilled in the art will recognize this is just the result ofcomplications that can arise while drawing and viewing components usingsolid models and is not indicative of an incomplete, incompatible, orinoperable aspect of the aircraft and/or related components. A personskilled in the art, in view of the present disclosures, will understandhow such components should be illustrated in view of the presentdisclosures and other figures.

As shown in FIG. 9, a first payload-receiving fixture 112 includes acarriage 114 having a plurality of wheel sets 113 associated therewith.Each wheel set 113 is part of a whiffle tree 115 that extends from thecarriage 114 to couple the wheels of the wheel sets 113 to the carriage114. A receiver 118 is coupled to the carriage 114. The receiver 118includes a plurality of holes or openings (these words may be usedinterchangeably herein) that can be used to receive a wind turbineblade. In the illustrated embodiment, the receiver 118 is designed to bea terminal end payload-receiving fixture with the largest openingconfigured to receive a base of a wind turbine blade and one or more ofthe other openings configured to receive a tip of a second blade. Theother openings disposed in the receiver 118 can also make the fixture112 lighter in weight, making it more suitable for flying, and/or can beused in conjunction with securing a location of the payload within thecargo bay. In alternative embodiments, a frame, like the frame 116, canbe used to couple the fixture 112 to the carriage 114.

A second payload-receiving fixture 212 provided for in FIG. 9 includes acarriage 114′, wheel sets 113, and whiffle trees 115, each of which arethe same as discussed above with respect to the carriage 114, wheel sets113, and whiffle trees 115, except for slight differences between thecarriages 114′, 114. More particularly, a frame 116 is incorporated intothe carriage 114′, supporting the receiver 218. Any known techniques formounting or otherwise integrating the frame 116 to the carriage 114′ canbe employed, whether provided for herein or otherwise known to thoseskilled in the art. In the illustrated embodiment the frame 116 replacestwo bars of the frame 114 f′ of the carriage 114′. A person skilled inthe art will recognize that other means for translation can be used inlieu of or in addition to wheels and wheel sets in any of theseembodiments, including but not limited to skis, skids, linked tracks(e.g., tractor tracks, military tank tracks), articulated legs, aircushions in the manner of a hovercraft, or other structures that allowfor translation between two structures. Generally, any of the fixturesprovided for in the present disclosure can translate along the rail(s)174, with rolling and sliding being interchangeably used and moregenerally being considered translation or advancement of the fixture.The receiver 218 is adapted for receiving wind turbine blades. Moreparticularly, the receiver 218 is designed as an intermediate fixture toreceive an intermediate portion(s) of a wind turbine blade(s). Forexample, the two largest openings can be configured to receive portionsof two wind turbine blades, and additional openings or holes can serve asimilar purpose as the openings of the receiver 118. The illustratedreceiver 218 is configured in a manner that it has multiple pieces, asshown three 218 a, 218 b, and 218 c, that can couple together, forinstance by snap-fitting together, to secure a location of the bladeswith respect to the receiver 218 and/or other blades received by thereceiver 218.

A third payload-receiving fixture 312 provided for in FIG. 9 is mainlyakin to the second fixture 212, including the carriage 114′, wheel sets113, whiffle trees 115, and frame 116, as well as a receiver 318 that isadapted for receiving wind turbine blades along intermediate portions ofthe blades. Like the second receiver 218, the two largest openings orholes of the third receiver 318 can be configured to receiveintermediate portions of two wind turbine blades. The largest openings,and other openings, are positioned differently in the third receiver318, but the intended purposes and uses of the same are akin. Further,like the second receiver 218, the third receiver 318 is designed tosecure a location of the blades with respect to itself and/or otherblades received by the receiver 318 by way of multiple pieces, as shownpieces 318 a, 318 b, and 318 c, that couple together.

A fourth payload-receiving fixture 412 provided for in FIG. 9 is moreakin to the first fixture 112 as it is also designed to be a terminalend receiving fixture. Its largest opening or hole can be configured toreceive a base of a wind turbine blade and one or more of the otheropenings or holes can be configured to receive a tip of a second bladeand/or serve other purposes as provided for above. The fourth fixture412 utilizes the carriage 114′ and frame 116 of the fixtures 212 and312. For each of the first and fourth receivers 118 and 418, a base of awind turbine blade can be coupled to the respective structure 118, 418by way of bolting it thereto using the bolt holes disposed around acircumference of the largest opening. A person skilled in the art willrecognize other ways by which a blade(s) can be coupled to any of thereceivers 118, 218, 318, or 418 provided for herein.

Further, while in the illustrated embodiments the receivers 118, 218,318, or 418 are generally designed to hold two wind turbine blades, aperson skilled in the art will recognize those receivers, or otherreceivers, can be configured to hold other numbers of wind turbineblades, including one, three, four, five, or even more. As designed, thefixtures 12 and blades 11A, 11B, 11C, 11D can be packaged in arepetitive, repeatable manner, thus allowing for the center of gravityof the payload to be consistent across packaged payloads. Such packagingcan be done in a manner that provides a compact volume of the irregularpayload. Still further, while the fixtures 112, 212, 312, 412 areillustrated for use in conjunction with wind turbine blades, a personskilled in the art will recognize such fixtures can be used,re-designed, adapted, etc. for use with other large structures,including but not limited to industrial oil equipment, mining equipment,rockets, military equipment and vehicles, commercial aerospace vehicles,crane segments, aircraft components, space launch rocket boosters,helicopters, generators, or hyperloop tubes. Additionally, the variousfixtures 112, 212, 312, 412, as well as other configurations of fixturesand/or components of the fixtures (e.g., carriages like the carriage114, 114′, frames like the frame 116, receivers like the receivers 118,218, 318, 418, etc.) can be provided as a packaging kit to allow for thevarious fixtures and/or their components to be selected for particularuses, designs, and functions in a plug-and-play manner. The fixturesthemselves can be pre-designated for particular structures (e.g., windturbine blades) and/or particular locations with respect to suchstructures (e.g., a terminal end, an intermediate—possiblydesignated—position).

As the fixtures 12 travel along the rails 174, some or all of them canbe adapted to rotate and/or translate to enable desirable handlingduring travel. By way of example, all four of the fixtures 12 can beconfigured to rotate in directions R and S about a pivot axis A_(R) ofeach of the fixtures 12, while at least the fixtures 12 that passthrough along the kinked portion 174 p of the rail 174 can be configuredto translate vertically, up-and-down with respect to the rail 174 asshown by in directions U and V. Such movements can be achieved usingknown techniques for causing rotational and translational actuation,including but not limited to hydraulics, pistons, hydraulic pistons,pulleys-and-cables, and air chambers, among others. Further, suchmovements can be selectively active or passive. For example, withrespect to an active movement, one or more of the fixtures 12 and/or thepayload (it is noted that the payload can be interpreted to include ornot include the fixtures as appropriate) can be monitored, for instanceby a location and/or pressure sensor, and in response to one or moredesignated parameters or other cues (e.g., visual, tactile), action canbe taken to rotate or vertically translate the fixture(s) 12 as desired.The input to take the action can be manual, e.g., by a person, orautomated, by a program that acts in response to the designatedparameter(s). Alternatively, or additionally, with respect to passivemovement, one or more of the fixtures 12 can be designed toautomatically mechanically rotate or vertically translate as a result ofa change in conditions, such as translating the fixture(s) 12 andpayload along the rails 174. In this type of instance, certainmovements, such as part of the payload rising up as it becomes disposedin the aft bay portion 170 a, may cause one or more fixtures to rotateand/or vertically translate.

Additional details about tooling for cargo management, including railsand payload-receiving fixtures and fuselage configuration for enablingloading and unloading of payloads into aft regions of a continuousinterior cargo bay are provided in International Patent Application No.PCT/US2020/049784, entitled “SYSTEMS AND METHODS FOR LOADING ANDUNLOADING A CARGO AIRCRAFT,” and filed Sep. 8, 2020, and the content ofwhich is incorporated by reference herein in its entirety.

Kinked Fuselage—Structural Transition Zone

In contrast to previous solutions that utilize a complex single wedgeframe to connect two constant-section semi-monocoque fuselage structurestogether, and thereby drive all the complexity into that single wedgeframe to keep complexity out of the two adjoining fuselage structures,examples of the present disclosure enable complex fuselage changes(e.g., the forward-to-aft kink or bend angle in the fuselage andinterior cargo bay centerline) to over multiple transverse frames andlongitudinally continuous skin panels. The examples of the presentdisclosure thus reduce the overall structural complexity transition zonebetween more simply shaped forward and aft fuselage sections.

Examples of the present disclosure provide for an entire semi-monocoquekinked transition section that can be constructed from multipletransverse frames, multiple skin panel segments, and stringers, withcompound curvature skins to bridge the gap between two fuselage sectionswith different frame angles. Examples of the presently describedtransition section can be “plugged” in between forward and aft fuselagesections and can therefore be connected to a forward fuselage portionvia a standard transverse frame (e.g., a ring frame that circumscribesthe fuselage), and can likewise be connected to an aft fuselage portionvia a different, but similarly standard, transverse frame oriented at anangle to accommodate the overall bend in the fuselage that occurs acrossthe transition zone (i.e., the kinked portion of the fuselage thatextends longitudinally between the transverse frame at the aft end ofthe forward portion and the transverse frame at the forward end of theaft portion), where most or all of the transverse frame sections of theforward portion are aligned in parallel and, similarly, most or all ofthe transverse frame sections of the aft portion are also aligned inparallel to each other and also at an angle (e.g., the bend angle) withrespect to the transverse frame sections of the forward portion.However, examples of the present disclosure include transition sectionsthat can be a unitary structure with forward and aft fuselage sections,such that the end frames of the forward and aft fuselage sections arealso beginning frames of the transition section, or, alternatively oneor more of the forward and aft fuselage sections and the transitionsection can be constructed as entire sub-segments that are joinedtogether during a final assembly of the entire fuselage. The change infuselage angle between the forward and aft transverse frames within thetransition zone can occur over longitudinally continuous skin panels toreduce complexity of the angle change joint. In other words, aspects ofthe present disclosure can reduce the complexity of each single fuselagejoint and frame compared with solutions where the fuselage bend occursacross any one single frame. Accordingly, examples of the presentdisclosure can instead add more complexity to the skin panels byextending the fuselage bend across two or more transverse framesections, with curved, bent, and/or tapered longitudinal panels and/orframe stringers extending therebetween.

FIG. 10A is a side view 2D illustration of the structure 500 of thecargo aircraft fuselage 100, showing two transverse frame sections thatdefine a kinked transition region 530 between a forward fuselage region520 and an aft fuselage region 540. FIG. 10B is a detailed view of thekinked transition region of FIG. 10A, showing the kinked transitionregion extending from a forward transverse frame 532, which is alignedapproximately perpendicular to a centerline 590F of the forward region520 of the fuselage structure 500, to an aft transverse frame 538, whichis aligned approximately perpendicular to a centerline 590A of the aftregion 540. Accordingly, between the forward transverse frame 532 andthe aft transverse frame 538 the centerline of the fuselage structure500 is curved as it transitions between from a relatively constantforward centerline (at the aft end of the forward region 520) directionto a relatively constantly aft centerline direction (at the forward endof the aft region 540). This can be visualized by the two verticallyparallel planes A-A and B-B that are drawn in FIG. 10B, with the forwardtransverse frame being aligned with plane A-A and the aft transverseframe 538 being angled with respect to plane B-B as shown.

Additionally, as shown in FIG. 10C, the fuselage structure 500 at theparallel planes A-A and B-B are overlaid to show that, in some examples,not only is the major plane of the aft transverse frame 538 angled withrespect to the major plane of the forward transverse frame 532, but theaft transverse frame 538 is shaped differently to accommodate a fuselagetaper that extends through the kinked transition region 530. As aresult, a transverse area of the fuselage structure 500 is reduced inthe aft direction through the kinked transition region 530. Though notillustrated directly, but a similar difference can be seen when planeB-B is angled to be the major plane of the aft transverse frame 538.

FIG. 11A is a 2D side view illustration of a smaller cargo aircraftfuselage structure 500′ having a kinked transition region 530′ accordingto aspects of the present disclosure. In this smaller cargo aircraftfuselage 500′ a minimum of two transverse frames 532′, 538′ define theends of the kinked transition region 530′. The kinked transition region530′ includes a plurality of transitional longitudinal stringers 531′that can, for example, be arranged as extensions of some or all of theforward longitudinal stringers 521′ of a forward region 520′. As shownin FIG. 11A, the transitional longitudinal stringers 531′ taper slightlyto accommodate the bend and/or a taper of the fuselage structure 500′through the kinked transition region 530′ and therefore are extensionsof less than all of the forward longitudinal stringers 521′.Alternatively, the forward longitudinal stringers 521′ may extend onlypartially through the kinked transition region 530′. The kinkedtransition region 530′ in FIG. 11A defines an upper surface 530U′ thatextends across the upper exterior of the fuselage structure 530′ fromthe forward transverse frame 532′ to the aft transverse frame 538′, aswell as a lower surface 530L′ that similarly extends across the lowerexterior of the fuselage structure 500′. In some examples, the uppersurface 530U′ represents a minimum exterior surface distance between theforward and aft transverse frames 532′, 538′ and the lower surface 530L′approximately represents a maximum exterior surface distance between theforward and aft transverse frames 532′, 538′.

The major plane of the forward transverse frame 532′ is alignedperpendicular to a forward centerline C_(F)′ of the forward region 520′of the fuselage structure 500′ and the major plane of the aft transverseframe 538 is aligned perpendicular to a centerline C_(A)′ of the aftregion 540′ of the fuselage structure 500′. Accordingly, the anglebetween the forward transverse frame 532′ and the aft transverse frame538′ is approximately equal to the bend angle α_(500k)′ between theforward and aft centerlines. In some examples, the exterior of thekinked transition region 530′ smoothly transitions the exterior of theforward portion 520′ with the exterior of the aft portion 540′. Forexample, the lower surface 530L′ can tangentially intersect (e.g., withequal curvature) with the exterior of the forward region 520 at theforward end of the kinked transition region 530′ (e.g., across theforward transverse frame 532′) at a forward end and tangentiallyintersect with the exterior of the aft region 540′ at the aft end of thekinked transition region 530′ (e.g., across the aft transverse frame538′). The same can be true for the upper surface 530U′ and, in someexamples, all exterior surfaces of the kinked transition region 530′.Accordingly, and as shown in FIG. 11A, the lower surface 530L′ candefine a vector 542′ at the aft end of the kinked transition region 530′with an angle with respect to the aft centerline C_(A) that is greaterthan an angle of the vector 541′ defined by the upper surface 530U′ atthe aft end of the kinked transition region 530′ (also with respect tothe aft centerline C_(A)) due to an asymmetric taper through the kinkedtransition region 530′, which can also extend along some or all of theaft region 540′.

FIG. 11B is a 2D side view illustration of the exterior of anotherkinked region of a larger cargo aircraft fuselage structure 500 of FIG.10A whose kinked transition region 530 is defined by a plurality oftransverse frame sections 532, 533, 533′, 547, 538 to accommodate alonger length of the kinked transition region 530 as compared to thekinked transition region 530′ of FIG. 11A. In FIG. 11B, the kinkedtransition region 530 includes, in order from front to back, a forwardtransverse frame 532, a plurality of intermediate forward transverseframes 533, a truncated transverse frame 533′, an intermediate afttransverse frame 537, and ends with an aft transverse frame 538. Thekinked transition region 530 includes a forward group of frames (e.g.,the forward transverse frame 532, plurality of intermediate forwardtransverse frames 533, and the truncated transverse frame 533′) alignedapproximately in parallel with the frames of the forward region 520 andan aft group of frames (e.g., the intermediate aft transverse frame 537,and the aft transverse frame 538) aligned approximately in parallel withthe frames of the aft region 540. In some instances, and as shown inFIG. 11B, one or more truncated frame sections 533′ can extend to anintersection 535 where a frame section of the forward group intersectswith a frame section of the aft group due to the spacing of the frames,which is likely to occur when an elongated kinked transition region 530and a desired frame spacing dictates that at least one more framesection is present at the lower end of the kinked transition region 530than at the top region.

Generally, the kinked transition region 530 can be a fuselage regionthat extends, tapers, and/or bends the fuselage structure 500 betweentwo more structurally simple fuselage regions (e.g., the forward region520 and the aft region 540). Advantageously, the kinked transitionregion 530 is also constructed from two or more structurally simpletransverse frame sections.

The kinked transition region 530 defines a transitional centerline C_(T)between the forward transverse frame 532 and the aft transverse frame538, as well as a plurality of longitudinal stringers 531. Thetransitional centerline C_(T) can be curved between the forwardtransverse frame 532 and the aft transverse frame 538, for example, witha complex curvature (e.g., curvature with multiple orthogonal componentswhich are nonzero, for example, such that curvature which results from asurface that cannot be represented as an extrusion along any lineardirection). In some examples, the longitudinal stringers 531 can besubstantially parallel to each other across the exterior surface of thekinked transition region 530. In some examples, the kinked transitionregion 530 defines an exterior surface of complex curvature between theforward region 520 and the aft region 540. For example, surface vectors229U along the exterior surface of the forward region 520 approachingthe forward transverse frame 532 can be approximately constant withrespect to the forward centerline (e.g., a cylinder) and surface vectors(not shown) along the exterior surface of the aft region 520 leaving theaft transverse frame 538 (e.g., vectors 541, 542) can be approximatelyconstant with respect to the aft centerline (e.g., an asymmetric ortilted conical section as shown in FIG. 10A), but surface vectors (asindicated by arrows 239U, 239U′, 239U″, 239U′″ along the surface 530U)along the kinked transition region 530 are defined by complex curvature(e.g., along the upper and lower surfaces 530U, 530L, as illustrated).

FIGS. 12A and 12B are 3D illustrations of the structural elements 600 ofa cargo aircraft fuselage, showing the forward region 520, kinkedtransition region 530, and aft region 540. FIG. 12C is an isometricdetailed view of a lateral half of the kinked portion 530 of thestructural elements 600 of the fuselage of FIGS. 12A and 12B. FIG. 12Cshows the plurality of transverse frame elements 532, 533, 533′, 547,538 that make up the kinked portion 530. FIG. 12C also shows that anupper wing cut-out 605 is formed in the aft end of the forward region520 to permit the wing box, as shown in FIG. 12D, to pass through thefuselage structure where it can be coupled to the structural elements600 of a cargo aircraft fuselage. FIG. 12D is a side view of apartially-skinned exterior of the cargo aircraft fuselage of FIG. 12Ashowing the kinked transition region 530, the plurality of transverseframe elements 532, 533, 533′, 547, 538, and the transitionallongitudinal stringers 531. Specifically, FIG. 12D illustrates thekinked transition region 530 being a semi-monocoque structure comprisedof at least six (6) skin panels attached together radially with at leasttwo ring frames of different lengths (e.g., the forward transverse frame532 and the aft transverse frame 538). FIG. 12D shows a wing box 683being coupled with structural elements of the forward region 520 of thefuselage. FIG. 12D also shows that, in additional to the continuouslongitudinal stringers 531 that extend from the forward transverse frame532 to the aft transverse frame 538, a plurality of compound curvatureskin panels 539 that can be continuous longitudinally from forwardtransverse frame 532 aft transverse frame 538. In some instances, theforward transverse frame 532 is also the aft-most frame of the forwardregion 520 and the aft transverse frame 538 is the forward-most frame ofthe aft region 540.

A side view of the kinked transition region 530 from a viewpoint insidethe fuselage is illustrated in FIG. 12E and shows the transverse frameelements 532, 533, 533′, 547, 538 in more detail. FIGS. 12F and 12G areisometric views of the kinked transition region 530, with FIG. 12Gshowing the transverse frame elements 532, 533, 533′, 547, 538 withoutadditional structural elements. The transverse frame elements 532, 533,533′, 547, 538 can have a depth that defines a minimum thickness of thefuselage (e.g., between the aircraft's skin and the inner volume of thecargo bay 170). One of ordinary skill in the art will appreciate that anumber of different transverse frame exits any or all of which may beused to implement aspects of the present disclosure depending on thestructural design goals, materials used, loads to be supported, andother aircraft design characterizes.

Kinked Fuselage—Aerodynamic Details

Another advantage of the elongated kinked transition regions describedherein is that the fuselage “kink” can occur gradually over a longdistance, and this allows for the aerodynamic impact of the kink to bereduced by (i) reducing the maximum degree of negative curvature (e.g.,away from oncoming airflow) in the lower exterior of the transitionregion, and (ii) reducing the maximum degree of positive curvature(e.g., into oncoming airflow) in the upper exterior of the transitionregion. The negative curvature across the bottom of the kinkedtransition region can be improved via reduction in magnitude (e.g., mademore gradual) by increasing the length of the transition region, toreduce boundary layer growth and delay flow separation at low aircraftattitudes in this important region where flow is introduced to theunderside of the aft region 540 of the fuselage, where the taperingangle away from the airflow across the fuselage may be largest. Thepositive curvature across the upper exterior of the transition regioncan be improved via reduction in magnitude (e.g., made more gradual) byboth increasing the length of the transition region and by locating theupper-most bend in the fuselage structure (e.g., the upper structuralsurface 530U, which represents the region of highest overall curvatureby being the shortest length exterior region of the kinged transitionregion) close enough to the trailing end of an over-wing surface suchthat the two can be advantageously blended by covering them using awing-to-body fairing to reduce the actual degree of positive exteriorskin curvature presented to the airflow over the top of theexposed/wetted fuselage surfaces; this decreases local flow deceleration(which creates drag by applying positive pressure to forwards-facingsurfaces) and weakens the counter-rotating vortices shed here by thefuselage (which also creates drag amongst other undesirable aerodynamiceffects).

FIG. 13A is a side view of the fully-skinned exterior 700 of the cargoaircraft of FIG. 12A. The curvature 781 on the lower surface of thekinked transition region 530 of the fuselage is plotted, with a detail13 view of the underside of the kinked transition region 530 shown inFIG. 13B where the point 781′ at which the curvature 781 drops belowapproximately 1% of peak value is indicated. Longer, more gradualtransitions are typically more aerodynamically desirable and theelongated kinked transition regions described herein enable a moregradual transition to occur. Additionally, the lower exterior surface530L of the kinked transition region 530 can be flat across a lateralwidth 737 of the kinked transition region 530, which is desirable from amanufacturing perspective because this part of the transition region issimply curved (in an area which is otherwise mostly composed of surfaceswith complex curvature), and the structural skin panels in this regioncan be created from a sheets of flat aluminum stock by simplyroll-forming the skin using a variable bend radius along the sheet'slength. Furthermore, having flat panels reduces the complexity ofattaching structural elements such as frames or stringers.

FIGS. 14A-14C illustrate an advantageous feature of the present kinkedfuselage to effectively hide the upper curvature in the kinkedtransition region 530 using a high-wing configuration (as opposed to alow-wing configuration, which is more common in large commercialpassenger aircraft) to leverage positioning the wings and a wing-to-bodyfairing to cover the sharpest portion of the kink on the upper side witha already-existing feature which exhibits positive curvature. FIG. 14Ashows the fully-skinned exterior 700 of the cargo aircraft of FIG. 12Awith a centerline of the upper structural surface of the forward,transition, and aft regions drawn and indicated as line 700U, with thepoint of maximum positive curvature 730X indicated as well. The point ofmaximum positive curvature 730X represents the point in the upperstructural surface where the bend in the centerline of the fuselagecauses the sharpest bend in the upper structural surface (e.g., thelocation with the smallest radius of curvature). As shown, the resultantpoint of maximum positive curvature 730X occurs at a top of thestructural surface of the kinked transition region 530. This is becausethe bend in the fuselage centerline is angled directly upwards (e.g.,away from the ground).

FIG. 14B shows the view of detail 14 of FIG. 14A. In FIG. 14B, the uppersurface of the wings 782U, 784U are visible, as well as a central upperwing surface 780U that spans across the fuselage between the uppersurface of the wings 782U, 784U. Starting forwards and traveling aftalong the aircraft centerline on the upper fuselage and wing surfaces,the forward wing-body fairing 720U transitions an exterior surface ofthe forward region 520 with the central upper wing surface 780U (withthe aft boundary 781 of the forward wing-body fairing 720U beingindicated) and an aft wing-body fairing 730U spans at least a portion ofthe upper-most surface of the kinked transition region 530. Further, theaft wing-body fairing 730U transitions the exterior surface of the aftregion 540 and the kinked transition region 530 with the central upperwing surface 780U (with the forward boundary 789 of the aft wing-bodyfairing 730U being indicated). The aft wing-body fairing 730U, as shownin more detail in FIG. 14C, reduces the effect of the upper-moststructural bend of the kinked transition region 530 on the airflow thatpasses across the central upper wing surface 780U by extending the upperexterior surface of the aircraft above the point of maximum positivecurvature 730X to blend the trailing edge of the upper wing surface(i.e., boundary 789) with the aft exterior of the fuselage. In thismanner, the elevation of the upper wing surface 780U above the non-wingfuselage structure (e.g., line 700U) advantageously allows a blending ofthe aft-edge of the upper wing surface 780U with the aft fuselage region540 to occur above the point maximum positive curvature 730X with asignificantly larger minimum radius of curvature (e.g., less maximumpositive curvature). In FIG. 14B, the upper structural surface of theforward and kinked transition regions (i.e., line 700U′) is drawn as itpasses virtually across the upper wing cut-out 605, and centerline 780UCof the upper wing surface 780U is shown to indicate the distance of thecentral upper wing surface 780U above the non-wing structural elements600.

FIG. 14C is a detail perspective view of the skinned central upper wingsurface of the cargo aircraft of FIG. 12A overlaid with an airfoil shape780A of the upper wing. In FIG. 14C, the advantage of the combination ofthe upper wing arrangement, the longitudinal position of the upper wingsurface 780U, and the aft wing-body fairing 730U is illustrated moreclearly. First, the airfoil shape 780A of the upper wing is illustratedcompletely, as if the entire airfoil curve of the wing was present at alocation along the centerline of the fuselage, with the upper surface ofthe airfoil shape 780A representing the shape of the upper wing surface780U along the centerline between surfaces of the forward wing-bodyfairing 720U and the aft wing-body fairing 730U. The point of maximumpositive curvature 730X of the kinked transition region 530 is shown asbeing the approximate location of the hypothetical intersection of theairfoil shape 780A and the upper structural surface of the kinkedtransition region (e.g., line 700U). Accordingly, the aft wing-bodyfairing 730U can be placed above this intersection and presents ageometrically smooth transition between a point along the airfoil shape780A (e.g., boundary 781) and the upper surface 740U of the aft region540. The wing-body fairing 730U can, for example, tangentially intersectboth (1) the airfoil shape 780A forward of the point of maximum positivecurvature 730X (and, in some instances, forward of the forwardtransverse frame 532), and (2) the upper surface 740U of the aft region540 well aft of the point of maximum positive curvature 730X. As aresult, the surface of the wing-body fairing 730U can present asubstantially reduced maximum positive curvature to the airflow acrossthe upper wing surface 780U, and cover a positive-curvature feature on aforwards-facing aircraft surface (the upper fuselage kink) with anotherwhich is already necessary (the aft portion of the wing-body fairing).The aft wing-body fairing 730U can extend laterally as well to smoothlyblend the aft regions of the upper wing surfaces 782U, 784U with theupper surface of the fuselage aft of the forward boundary 789 of the aftwing-body fairing 730U.

One killed in the art will appreciate further features and advantages ofthe disclosures based on the provided for descriptions and embodiments.Accordingly, the inventions are not to be limited by what has beenparticularly shown and described. For example, although the presentdisclosure provides for transporting large cargo, such as wind turbines,the present disclosures can also be applied to other types of largecargos or to smaller cargo. All publications and references cited hereinare expressly incorporated herein by reference in their entirety.

Examples of the above-described embodiments can include the following:

1. A cargo aircraft, comprising:

-   -   a fuselage defining a forward end, an aft end, and a continuous        interior cargo bay that spans a majority of a length of the        fuselage from the forward end to the aft end, the fuselage        including:        -   a forward portion containing a forward region of the            continuous interior cargo bay, the forward portion defining            a forward centerline along a longitudinal-lateral plane of            the cargo aircraft,        -   an aft portion containing an aft region of the continuous            interior cargo bay, the aft portion defining an aft            centerline extending above the longitudinal-lateral plane of            the cargo aircraft, and        -   a kinked portion forming a junction in the fuselage between            the forward portion and the aft portion of the fuselage and            between the forward and aft regions of the continuous            interior cargo bay, the kinked portion containing a            transition region of the continuous interior cargo bay and            defining a bend angle between the forward centerline and the            aft centerline, and the kinked portion comprising a forward            transverse frame section, an aft transverse frame section,            and a plurality of longitudinal frame elements extending            between the forward transverse frame section and the aft            transverse frame section, the forward transverse frame            section being coupled to an aft end of the forward portion            and the aft transverse frame section being coupled to a            forward end of the aft portion such that the forward            transverse frame section is angled with respect to the aft            transverse frame section about a lateral axis of the cargo            aircraft;    -   a first fixed wing extending from the fuselage in a first        direction away from the fuselage; and    -   a second fixed wing extending from the fuselage in a second        direction away from the fuselage, the second direction        approximately symmetric about a longitudinal-vertical center        plane of the cargo aircraft.        2. The cargo aircraft of claim 1,    -   wherein the forward and aft transverse frame sections are ring        sections.        3. The cargo aircraft of claim 1 or 2,    -   wherein a major plane of the forward transverse frame section is        approximately perpendicular to the forward centerline.        4. The cargo aircraft of any of claims 1 to 3,    -   wherein the kinked portion comprises one or more additional        transverse frame sections between the aft transverse frame        section and the forward transverse frame section.        5. The cargo aircraft of claim 4,    -   wherein at least one of the one or more additional transverse        frame sections intersects one of the aft transverse frame        section, the forward transverse frame section, or a different        one of the one or more additional transverse frame sections.        6. The cargo aircraft of claim 5,    -   wherein the intersecting at least one of the one or more        additional transverse frame sections terminates at the        intersection.        7. The cargo aircraft of any of claims 1 to 6,    -   wherein a periphery of the forward transverse frame section is        sized and shaped differently than a periphery of the aft        transverse frame section.        8. The cargo aircraft of claim 7,    -   wherein a cross-sectional area of the periphery of the aft        transverse frame section is less than a cross-sectional area of        the periphery of the forward transverse frame section.        9. The cargo aircraft of any of claims 1 to 8, further        comprising:    -   an upper wing box passing through the forward portion of the        fuselage and connecting the first fixed wing to the second fixed        wing,    -   wherein the upper wing box is located forward of the forward        transverse frame section.        10. The cargo aircraft of claim 9, comprising:    -   an upper wing surface spanning across the first fixed wing, the        upper wing box, and the second fixed wing, the upper wing        surface having a central portion that spans the upper wing box        and defines an airfoil shape that extends vertically above the        forward transverse frame section, and the upper wing surface        having first and second wing portions that span the first and        second fixed wings, respectively, and extend vertically above        and below the top of the forward transverse frame section,    -   wherein the kinked portion of the fuselage defines an upper        transition surface and the aft portion of the fuselage defines        an aft upper surface, and    -   wherein the upper transition surface of the kinked portion        smoothly blends the central portion of the upper wing surface        with the aft upper surface.        11. The cargo aircraft of any of claims 1 to 10,    -   wherein an exterior surface of the kinked portion defines a        geometrically smooth transition between an exterior surface of        the forward portion and an exterior surface of the aft portion.        12. The cargo aircraft of claim 11,    -   wherein the exterior surface of the kinked portion comprises a        plurality of longitudinal panels extending from the forward        portion to the aft portion, each of the plurality of        longitudinal panels having complex curvature between an exterior        of the forward end and an exterior of the aft portion.        13. The cargo aircraft of any of claims 1 to 12,    -   wherein the cargo aircraft has a high-wing configuration with an        upper wing surface extending across the top of the aircraft from        the first fixed wing to the second fixed wing, and    -   wherein a central portion of the upper wing surface includes at        least a portion of an exterior surface of the kinked portion.        14. The cargo aircraft of claim 13,    -   wherein a forward end of the upper transition surface of the        kinked portion tangentially intersects the central portion of        the upper wing surface and an aft end of the upper transition        surface of the kinked portion tangentially intersects the aft        upper surface.        15. The cargo aircraft of any of claims 1 to 14,    -   wherein the forward portion defines a forward lower exterior        surface, the kinked portion defines a lower transition surface,        and the aft portion defines an aft lower exterior surface, and    -   wherein the lower transition surface is geometrically smooth        such that the lower transition surface smoothly blends the        forward lower exterior surface with the aft lower exterior        surface.        16. The cargo aircraft of claim 15,    -   wherein a forward end of the lower transition surface of the        kinked portion tangentially intersects the forward lower        exterior surface and an aft end of the lower transition surface        of the kinked portion tangentially intersects the aft lower        exterior surface.        17. The cargo aircraft of claim 16,    -   wherein the lower transition surface defines a curvature that        decreases from the forward end to the aft end.        18. The cargo aircraft of any of claims 15 to 1715,    -   wherein a majority of the lower transition surface is        substantially flat with respect to a lateral axis of the cargo        aircraft.        19. The cargo aircraft of any of claims 1 to 18,    -   wherein an aft end of the aft region of the continuous interior        cargo bay is configured to receive an aft end of an elongated        contiguous payload from the forward end of the fuselage to        dispose the elongated contiguous payload throughout        substantially all of the length of the continuous interior cargo        bay.        20. The cargo aircraft of claim 19,    -   wherein the continuous interior cargo bay includes a lower        support system that extends from the forward end to the aft end        of the aft region of the continuous interior cargo bay, and    -   wherein the lower support system is configured to allow        translation of the elongated contiguous payload from the forward        end to the aft end of the aft region along the lower support        system.        21. The cargo aircraft of claim 19 or 20,    -   wherein the aft end of the aft region of the continuous interior        bay extends above an upper outer surface of the forward portion        of the fuselage.        22. The cargo aircraft of any of claims 1 to 21,    -   wherein the forward end of the fuselage comprises a cargo nose        door configured to move to expose an opening into the continuous        interior cargo bay through which an aft end of an elongate        contiguous payload can be passed throughout substantially all of        the length of the continuous interior cargo and to the aft end        of the aft region of the continuous interior cargo bay.        23. The cargo aircraft of any of claims 1 to 22,    -   wherein the cargo aircraft defines a lateral pitch axis about        which the cargo aircraft is configured to rotate a maximal        degree during a takeoff operation while the aircraft is still on        the ground without striking the fuselage on the ground.        24. The cargo aircraft of claim 23,    -   wherein the aft portion extends from the kinked portion at an        angle approximately equal to the degree of maximal rotation of        the aircraft during the takeoff operation.        25. The cargo aircraft of claim 23 or 24,    -   wherein the bend angle is approximately in the range of about 4        degrees to about 16 degrees with respect to the        longitudinal-lateral plane of the cargo aircraft.        26. The cargo aircraft of any of claims 23 to 25,    -   wherein the aft region of the continuous interior cargo bay        extends along a majority of a length of the aft portion of the        fuselage.        27. The cargo aircraft of any of claims 23 to 26,    -   wherein the bend angle is approximately equal to the degree of        maximal rotation of the aircraft during the takeoff operation.        28. The cargo aircraft of any of claims 23 to 27,    -   wherein the kinked portion is approximately vertically aligned        with the lateral pitch axis.        29. The cargo aircraft of any of claims 1 to 28,    -   wherein the kinked portion defines a non-symmetrical upward        transition along opposed top and bottom outer surfaces of the        fuselage.        30. The cargo aircraft of claim 29,    -   wherein, at the aft end of the kinked portion, the top outer        surface is angled less than the bottom outer surface with        respect to the forward centerline.        31. The cargo aircraft of any of claims 1 to 30,    -   wherein the forward region of the continuous interior cargo bay        defines a forward cargo centerline approximately parallel to the        longitudinal-lateral plane of the cargo aircraft,    -   wherein the aft region of the continuous interior cargo bay        defines an aft cargo centerline extending above the        longitudinal-lateral plane of the cargo aircraft, and    -   wherein the aft cargo centerline extends along a majority of the        aft centerline of the aft portion fuselage.        32. The cargo aircraft of claim 31,    -   wherein a length of the aft cargo centerline is at least        approximately 25% of a length of a centerline of the continuous        interior cargo bay.        33. The cargo aircraft of claim 31 or 32,    -   wherein at least a majority of the kinked cargo centerline is        approximately aligned with the aft centerline.        34. The cargo aircraft of any of claims 31 to 33,    -   wherein at least a majority of at least one of the aft cargo        centerline or the aft centerline is angled approximately in the        range of about 6 degrees to about 12 degrees with respect to a        ground plane when the cargo aircraft is fully resting on the        ground.        35. The cargo aircraft of any of claims 31 to 34,    -   wherein at least a majority of the length of at least one of the        aft cargo centerline or the aft centerline is angled        approximately equal to or greater than a maximal takeoff angle        of the cargo aircraft with respect to a ground plane when the        cargo aircraft is fully resting on the ground.        36. The cargo aircraft of claim 35,    -   wherein approximately all of the length of at least one of the        aft cargo centerline or the aft centerline is angled        approximately equal to or greater than the maximal takeoff angle        of the cargo aircraft with respect to a ground plane when the        cargo aircraft is fully resting on the ground.        37. The cargo aircraft of any of claims 31 to 36,    -   wherein the continuous interior cargo bay defines a maximum        payload length, and    -   wherein the aft cargo centerline defines a length at least        approximately 30% of the maximum payload length.        38. The cargo aircraft of any of claims 1 to 37,    -   wherein a length of the aft portion of the fuselage is at least        about 25% of the length of the fuselage.        39. The cargo aircraft of any of claims 1 to 38,    -   wherein the length of the fuselage is greater than 84 meters,        and    -   wherein the continuous interior cargo bay defines a maximum        payload length of at least about 70 meters.        40. The cargo aircraft of any of claims 1 to 39,    -   wherein the aft portion of the fuselage comprises a plurality of        circumferentially disposed structural elements oriented        orthogonally along the aft centerline.        41. A cargo aircraft, comprising:    -   a fuselage defining a forward end, an aft end, and a continuous        interior cargo bay that spans a majority of a length of the        fuselage from the forward end to the aft end, the fuselage        including:        -   a forward portion containing a forward region of the            continuous interior cargo bay, the forward portion defining            a forward centerline along a longitudinal-lateral plane of            the cargo aircraft,        -   an aft portion containing an aft region of the continuous            interior cargo bay, the aft portion defining an aft            centerline extending above the longitudinal-lateral plane of            the cargo aircraft, and        -   a kinked portion forming a junction in the fuselage between            the forward portion and the aft portion of the fuselage and            between the forward and aft regions of the continuous            interior cargo bay, the kinked portion containing a            transition region of the continuous interior cargo bay and            defining a bend angle between the forward centerline and the            aft centerline;    -   a first fixed wing extending from the fuselage in a first        direction away from the fuselage; and    -   a second fixed wing extending from the fuselage in a second        direction away from the fuselage, the second direction        approximately symmetric about a longitudinal-vertical center        plane of the cargo aircraft,    -   wherein the cargo aircraft has an upper wing configuration with        an upper wing surface extending across the top of the aircraft        from the first fixed wing to the second fixed wing, and    -   wherein a central portion of the upper wing surface includes at        least a portion of an exterior surface of the kinked portion.        42. The cargo aircraft of claim 41,    -   wherein the kinked portion comprises a forward end, an aft end,        and a plurality of longitudinal frame elements extending between        the forward end and the aft end, the forward end being adjacent        to the forward portion and the aft end being adjacent to the aft        portion such that the forward end is angled with respect to the        aft end about a lateral axis of the cargo aircraft.        43. The cargo aircraft of claim 41 or 42, further comprising:    -   an upper wing box passing through the forward portion of the        fuselage and connecting the first fixed wing to the second fixed        wing,    -   wherein the upper wing box is located forward of the kinked        portion.        44. The cargo aircraft of any of claims 41 to 43,    -   wherein a periphery of the forward end of the kinked portion is        sized and shaped differently than a periphery of the aft end of        the kinked portion.        45. The cargo aircraft of claim 44,    -   wherein a cross-sectional area of the periphery of the aft end        of the kinked portion is less than a cross-sectional area of the        periphery of the forward end of the kinked portion.        46. The cargo aircraft of any of claims 41 to 45, further        comprising:    -   an upper wing box passing through the forward portion of the        fuselage and connecting the first fixed wing to the second fixed        wing,    -   wherein the upper wing box is located forward of the forward end        of the kinked portion.        47. The cargo aircraft of any of claims 41 to 46,    -   wherein an exterior surface of the kinked portion defines a        geometrical smooth transition between an exterior surface of the        forward portion and an exterior surface of the aft portion.        48. The cargo aircraft of claim 47,    -   wherein the exterior surface of the kinked portion comprises a        plurality of longitudinal panels extending from the forward        portion to the aft portion, each of the plurality of        longitudinal panels having complex curvature between an exterior        of the forward end and an exterior of the aft portion.        49. The cargo aircraft of claims 46 to 48, comprising:    -   the upper wing surface spanning across the first fixed wing, the        upper wing box, and the second fixed wing, the upper wing        surface having a central portion of that spans the upper wing        box and defines an airfoil shape that extends vertically above        the forward end of the kinked portion, and the upper wing        surface having first and second wing portions that span the        first and second fixed wings, respectively, and extend        vertically above and below the top of the forward end of the        kinked portion,    -   wherein the kinked portion of the fuselage defines an upper        transition surface and the aft portion of the fuselage defines        an aft upper surface, and    -   wherein the upper transition surface of the kinked portion        smoothly blends the central portion of the upper wing surface        with the aft upper surface.        50. The cargo aircraft of claim 49,    -   wherein a forward end of the upper transition surface of the        kinked portion tangentially intersects the central portion of        the upper wing surface and an aft end of the upper transition        surface of the kinked portion tangentially intersects the aft        upper surface.        51. The cargo aircraft of any of claims 41 to 50,    -   wherein the forward portion defines a forward lower exterior        surface, the kinked portion defines a lower transition surface,        and the aft portion defines an aft lower exterior surface, and    -   wherein the lower transition surface is geometrically smooth        such that the lower transition surface smoothly blends the        forward lower exterior surface with the aft lower exterior        surface.        52. The cargo aircraft of claim 51,    -   wherein a forward end of the lower transition surface of the        kinked portion tangentially intersects the forward lower        exterior surface and an aft end of the lower transition surface        of the kinked portion tangentially intersects the aft lower        exterior surface.        53. The cargo aircraft of claim 52,    -   wherein the lower transition surface defines a curvature that        decreases from the forward end to the aft end.        54. The cargo aircraft of any of claims 51 to 53,    -   wherein a majority of the lower transition surface is        substantially flat with respect to a lateral axis of the cargo        aircraft.

What is claimed is:
 1. A cargo aircraft, comprising: a fuselage defininga forward end, an aft end, and a continuous interior cargo bay thatspans a majority of a length of the fuselage from the forward end to theaft end, the fuselage including: a forward portion containing a forwardregion of the continuous interior cargo bay, the forward portiondefining a forward centerline along a longitudinal-lateral plane of thecargo aircraft, an aft portion containing an aft region of thecontinuous interior cargo bay, the aft portion defining an aftcenterline extending above the longitudinal-lateral plane of the cargoaircraft, and a kinked portion forming a junction in the fuselagebetween the forward portion and the aft portion of the fuselage andbetween the forward and aft regions of the continuous interior cargobay, the kinked portion containing a transition region of the continuousinterior cargo bay and defining a bend angle between the forwardcenterline and the aft centerline, and the kinked portion comprising aforward transverse frame section, an aft transverse frame section, and aplurality of longitudinal frame elements extending between the forwardtransverse frame section and the aft transverse frame section, theforward transverse frame section being coupled to an aft end of theforward portion and the aft transverse frame section being coupled to aforward end of the aft portion such that the forward transverse framesection is angled with respect to the aft transverse frame section abouta lateral axis of the cargo aircraft; a first fixed wing extending fromthe fuselage in a first direction away from the fuselage; and a secondfixed wing extending from the fuselage in a second direction away fromthe fuselage, the second direction approximately symmetric about alongitudinal-vertical center plane of the cargo aircraft; wherein thekinked portion comprises one or more additional transverse framesections between the aft transverse frame section and the forwardtransverse frame section, and wherein at least one of the one or moreadditional transverse frame sections intersects one of the afttransverse frame section, the forward transverse frame section, or adifferent one of the one or more additional transverse frame sections.2. The cargo aircraft of claim 1, wherein the forward and aft transverseframe sections are ring sections.
 3. The cargo aircraft of claim 1,wherein a major plane of the forward transverse frame section isapproximately perpendicular to the forward centerline.
 4. The cargoaircraft of claim 1, wherein the intersecting at least one of the one ormore additional transverse frame sections terminates at theintersection.
 5. The cargo aircraft of claim 1, wherein a periphery ofthe forward transverse frame section is sized and shaped differentlythan a periphery of the aft transverse frame section.
 6. The cargoaircraft of claim 5, wherein a cross-sectional area of the periphery ofthe aft transverse frame section is less than a cross-sectional area ofthe periphery of the forward transverse frame section.
 7. The cargoaircraft of claim 1, further comprising: an upper wing box passingthrough the forward portion of the fuselage and connecting the firstfixed wing to the second fixed wing, wherein the upper wing box islocated forward of the forward transverse frame section.
 8. The cargoaircraft of claim 7, comprising: an upper wing surface spanning acrossthe first fixed wing, the upper wing box, and the second fixed wing, acentral portion of the upper wing surface spanning the upper wing boxand defining an airfoil shape extending vertically above the forwardtransverse frame section, and first and second wing portions of theupper wing surface spanning the first and second fixed wings,respectively, and extending vertically above and below, wherein thekinked portion of the fuselage defines an upper transition surface andthe aft portion of the fuselage defines an aft upper surface, andwherein the upper transition surface of the kinked portion smoothlyblends the central portion of the upper wing surface with the aft uppersurface.
 9. The cargo aircraft of claim 8, wherein a forward end of theupper transition surface of the kinked portion tangentially intersectsthe central portion of the upper wing surface and an aft end of theupper transition surface of the kinked portion tangentially intersectsthe aft upper surface.
 10. The cargo aircraft of claim 1, wherein anexterior surface of the kinked portion defines a geometrically smoothtransition between an exterior surface of the forward portion and anexterior surface of the aft portion.
 11. The cargo aircraft of claim 1,wherein the cargo aircraft has an upper wing configuration with an upperwing surface extending across the top of the aircraft from the firstfixed wing to the second fixed wing, and wherein a central portion ofthe upper wing surface includes at least a portion of an exteriorsurface of the kinked portion.
 12. The cargo aircraft of claim 1,wherein the forward portion defines a forward lower exterior surface,the kinked portion defines a lower transition surface, and the aftportion defines an aft lower exterior surface, and wherein the lowertransition surface is geometrically smooth such that the lowertransition surface smoothly blends the forward lower exterior surfacewith the aft lower exterior surface.
 13. The cargo aircraft of claim 12,wherein a forward end of the lower transition surface of the kinkedportion tangentially intersects the forward lower exterior surface andan aft end of the lower transition surface of the kinked portiontangentially intersects the aft lower exterior surface.
 14. The cargoaircraft of claim 13, wherein the lower transition surface defines acurvature that decreases from the forward end to the aft end.
 15. Thecargo aircraft of claim 1, wherein an aft end of the aft region of thecontinuous interior cargo bay is configured to receive an aft end of anelongated contiguous payload from the forward end of the fuselage todispose the elongated contiguous payload throughout substantially all ofthe length of the continuous interior cargo bay.
 16. The cargo aircraftof claim 15, wherein the continuous interior cargo bay includes a lowersupport system that extends from the forward end to the aft end of theaft region of the continuous interior cargo bay, and wherein the lowersupport system is configured to allow translation of the elongatedcontiguous payload from the forward end to the aft end of the aft regionalong the lower support system.
 17. The cargo aircraft of claim 1,wherein the aft end of the aft region of the continuous interior bayextends above an upper outer surface of the forward portion of thefuselage.
 18. The cargo aircraft of claim 1, wherein the kinked portiondefines a non-symmetrical upward transition along opposed top and bottomouter surfaces of the fuselage.
 19. The cargo aircraft of claim 18,wherein, at the aft end of the kinked portion, the top outer surface isangled less than the bottom outer surface with respect to the forwardcenterline.
 20. The cargo aircraft of claim 1, wherein the forwardregion of the continuous interior cargo bay defines a forward cargocenterline approximately parallel to the longitudinal-lateral plane ofthe cargo aircraft, wherein the aft region of the continuous interiorcargo bay defines an aft cargo centerline extending above thelongitudinal-lateral plane of the cargo aircraft, and wherein the aftcargo centerline extends along a majority of the aft centerline of theaft portion fuselage.
 21. The cargo aircraft of claim 1, wherein thelength of the fuselage is greater than 84 meters, and wherein thecontinuous interior cargo bay defines a maximum payload length of atleast about 70 meters.
 22. The cargo aircraft of claim 1, wherein theaft portion of the fuselage comprises a plurality of circumferentiallydisposed structural elements oriented orthogonally along the aftcenterline.
 23. A cargo aircraft, comprising: a fuselage defining aforward end, an aft end, and a continuous interior cargo bay that spansa majority of a length of the fuselage from the forward end to the aftend, the fuselage including: a forward portion containing a forwardregion of the continuous interior cargo bay, the forward portiondefining a forward centerline along a longitudinal-lateral plane of thecargo aircraft, an aft portion containing an aft region of thecontinuous interior cargo bay, the aft portion defining an aftcenterline extending above the longitudinal-lateral plane of the cargoaircraft, and a kinked portion forming a junction in the fuselagebetween the forward portion and the aft portion of the fuselage andbetween the forward and aft regions of the continuous interior cargobay, the kinked portion containing a transition region of the continuousinterior cargo bay and defining a bend angle between the forwardcenterline and the aft centerline, and the kinked portion comprising aforward transverse frame section, an aft transverse frame section, andthree or more sequential transverse frame sections that can include oneor both of the forward transverse frame section and the aft transverseframe sections, the forward transverse frame section being coupled to anaft end of the forward portion and the aft transverse frame sectionbeing coupled to a forward end of the aft portion such that the forwardtransverse frame section is angled with respect to the aft transverseframe section about a lateral axis of the cargo aircraft, and whereinthe three or more sequential transverse frame sections together define agradual change in the bend angle across the three or more sequentialtransverse frame sections; a first fixed wing extending from thefuselage in a first direction away from the fuselage; and a second fixedwing extending from the fuselage in a second direction away from thefuselage, the second direction approximately symmetric about alongitudinal-vertical center plane of the cargo aircraft, wherein thecargo aircraft has an upper wing configuration with an upper wingsurface extending across the top of the aircraft from the first fixedwing to the second fixed wing, and wherein a central portion of theupper wing surface includes at least a portion of an exterior surface ofthe kinked portion.
 24. The cargo aircraft of claim 23, wherein thekinked portion comprises a plurality of longitudinal frame elementsextending from the forward transverse frame section to the afttransverse frame section.
 25. The cargo aircraft of claim 23, furthercomprising: an upper wing box passing through the forward portion of thefuselage and connecting the first fixed wing to the second fixed wing,wherein the upper wing box is located forward of the kinked portion. 26.The cargo aircraft of claim 23, further comprising: an upper wing boxpassing through the forward portion of the fuselage and connecting thefirst fixed wing to the second fixed wing, wherein the upper wing box islocated forward of the forward end of the kinked portion.
 27. The cargoaircraft of claim 26, comprising: the upper wing surface spanning acrossthe first fixed wing, the upper wing box, and the second fixed wing, theupper wing surface having a central portion that spans the upper wingbox and defines an airfoil shape that extends vertically above theforward transverse frame section, and the upper wing surface havingfirst and second wing portions that span the first and second fixedwings, respectively, and extend vertically above and below the top ofthe forward end of the kinked portion, wherein the kinked portion of thefuselage defines an upper transition surface and the aft portion of thefuselage defines an aft upper surface, and wherein the upper transitionsurface of the kinked portion smoothly blends the central portion of theupper wing surface with the aft upper surface.
 28. The cargo aircraft ofclaim 27, wherein a forward end of the upper transition surface of thekinked portion tangentially intersects the central portion of the upperwing surface and an aft end of the upper transition surface of thekinked portion tangentially intersects the aft upper surface.
 29. Acargo aircraft, comprising: a fuselage defining a forward end, an aftend, and a continuous interior cargo bay that spans a majority of alength of the fuselage from the forward end to the aft end, the fuselageincluding: a forward portion containing a forward region of thecontinuous interior cargo bay, the forward portion defining a forwardcenterline along a longitudinal-lateral plane of the cargo aircraft, anaft portion containing an aft region of the continuous interior cargobay, the aft portion defining an aft centerline extending above thelongitudinal-lateral plane of the cargo aircraft, and a kinked portionforming a junction in the fuselage between the forward portion and theaft portion of the fuselage and between the forward and aft regions ofthe continuous interior cargo bay, the kinked portion containing atransition region of the continuous interior cargo bay and defining abend angle between the forward centerline and the aft centerline, andthe kinked portion comprising a forward transverse frame section, an afttransverse frame section, and a plurality of longitudinal frame elementsextending from the forward transverse frame section to the afttransverse frame section, the forward transverse frame section beingcoupled to an aft end of the forward portion and the aft transverseframe section being coupled to a forward end of the aft portion suchthat the forward transverse frame section is angled with respect to theaft transverse frame section about a lateral axis of the cargo aircraft;a first fixed wing extending from the fuselage in a first direction awayfrom the fuselage; and a second fixed wing extending from the fuselagein a second direction away from the fuselage, the second directionapproximately symmetric about a longitudinal-vertical center plane ofthe cargo aircraft, wherein the plurality of longitudinal frame elementsextending from the forward transverse frame section to the afttransverse frame section comprises at least an upper group oflongitudinal frame elements and a lower group of longitudinal frameelements, the lower group of longitudinal frame elements extending alongthe kinked portion closer to a bottom side of the aircraft than theupper group of longitudinal frame elements, and wherein the lower groupof longitudinal frame elements spans a longer distance along thefuselage than the upper group of longitudinal frame elements.
 30. Thecargo aircraft of claim 29, wherein the kinked portion comprises one ormore additional transverse frame sections between the aft transverseframe section and the forward transverse frame section, and wherein atleast one of the one or more additional transverse frame sectionsintersects one of the aft transverse frame section, the forwardtransverse frame section, or a different one of the one or moreadditional transverse frame sections.